The life and works of Sir Henry Mainwaring Volume 2

CENTRE

for
REFORMATION

and
RENAISSANCE
STUDIES

VICTORIA
UNIVERSITY

ICATIONS

OR) THE

THE LIFE AND WORKS

OF

SIR HENRY MAINWARING

Vor. M

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Ab stra dt, and”
Exposition of

all th mgs, pectaynns
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Praktich of

MACIGA Tong IE

THE TIPE AND WORKS OF

SIR HENRY MAINWARING

Vor. TI

EDITED BY

G. E. MANWARING

AND

W. G. PERRIN

PRINTED FOR THE NAVY RECORDS SOCIETY
MDCCCCXXII

THE COUNCIL

OF THE

mexvy RECORDS SOCIETY

1921-1922

>

PATRON
THE KING

PRESIDENT
THE LORD GEORGE HAMILTON, P.C., G.C.S.1.

VICE-PRESIDENTS

BRINDLEY, Harotp H., F.S.A.
MARSDEN, R, G.
NEWBOLT, SIR HENRY

RICHMOND, REAR-ADMIRAL
HERBERT W., C.B.

COUNCILLORS

ANDERSON, R. C., F.S.A.
ATKINSON, C. T.

BADDELEY, SIR VINCENT W.,
K.C.B.

BROCK, VICE-ADMIRAL SIR Os-
MOND DE B- K.C.B.. K.C.M.G.,
KCV O:

BROWNING, ADMIRAL SIR MoN-
TAGUE E., G.C.M.G., K.C.B.,
M.V.O.

CALLENDER, GEOFFREY A. R.

CORBETT SIR JULIAN S., F.S.A.

DARTMOUTH, THE EARL OF,
PC KCB:

FIRTH, PROFESSOR C. H., LL.D.,
F.B.A.

GRAY, SIR ALBERT, K.C.B., K.C.

HALDANE, THE Viscount, P.C.,
KE OM KC:

KENYON, LIEUT.-COLONEL SIR
EREDERICC K.C B P:B.A.,
DEE EED:

KILBRACKEN, THE Lorp, G.C.B.

LEYLAND, JOHN

Murray, Sir OSWYN A. R.,
KCB:

POLLARD, PROFESSOR A. F.,
DILICE PBA:

ROBINSON, COMMANDERCHARLES
N RN.

RODD Sir RENNELL, P.C.,
G.C.V.O., K.C.M.G.

ROSE, PROFESSOR J. HOLLAND,
D.Litt.

ROUSE W. HD, DEitt.,
HRGS MRAS:

WESTER WEMYSS, ADMIRAL OF
THE BEREN LORD, GCB,
CM GMV O DCE:

WHITE, CAPTAIN JOHN BELL,
CBE, RNR

SECRETARY
W. G. PERRIN, Admiralty, S.W.

HON. TREASURER
Sır W. GRAHAM GREENE. K.C.B.

THE Councir of the Navy Recorps Society wish
it to be distinctly understood that they are not answer-
able for any opinions or observations that may appear
in the Society’s publications. For these the responsi-

bility rests entirely with the Editors of the several works.

CONTENTS

OF '

THE SECOND VOLUME

‘OF THE BEGINNINGS, PRACTICES, AND SUPPRESSION OF
PIRATES ’

(i) Introduction and Bibliography . :

(ii) ‘Of the Beginnings, Practices, and Suppression
of Pirates ’ 2 : - ° z -

‘A SHORT DISCOURSE, OR PROPOSITION, CONCERNING THE
FRENCH FISHING UPON THE SOWE’ fs A ;

‘THE SEAMAN’S DICTIONARY’

(i) Introduction and Bibliography . o
(ii) ‘The Seaman’s Dictionary ’

DOCUMENTS RELATING TO MAINWARING’S NEGOTIATIONS
ON BEHALF OF THE VENETIAN REPUBLIC ; 5

‘AN ESTIMATE FOR CONSTANT GUARD OF THE NARROW
SEAS. CS ; : ; i 4 : : ;

JEAN CHEVALIER’S SKETCH OF SIR HENRY MAINWARING
GENTLEMEN AND TARPAULIN COMMANDERS . o -

NOTE ON THE FAMILY OF SIR GEORGE MAINWARING OF
IGHTFIELD . ‘ ‘ S 5 5 5 o

ix

PAGE

274
276

279

282

OF THE BEGINNINGS, PRACTICES,
AND SUPPRESSION OF PIRATES

II. B

INTRODUCTION AND BIBLIOGRAPHY

THE copy of Sir Henry Mainwaring’s discourse
which was presented to James I is now among
the Royal Manuscripts in the British Museum.
The manuscript, which is not holograph, is a
small quarto of forty-eight pages. The hand-
writing is a particularly good specimen of the
Italian script of the period, and the first words
in each chapter are illuminated in gold. There
is no title-page, but following the dedication to
James I, is, ‘Of the Beginnings, Practices, and
Suppression of Pirates.’ The date of its compo-
sition has been assigned to 1617, but from a
statement in the dedication it may be assumed
that it was partly written in 1616. Before
presentation to the King it was evidently circu-
lated among some of the leading personages of
the day, and at the suggestion of one of them,
possibly the Lord Admiral, Nottingham, it was
presented to James I by Mainwaring in 1618
as a thank-offering for his own pardon.

The information it contained was valuable
and unique, and it is not improbable that Main-
waring’s plans for the suppression of piracy on
the Barbary coast may have persuaded James
to despatch the expedition to Algiers in 1620.

1 United Service Magazine, Nov. 1913.
3

4 SIR HENRY MAINWARING

At any rate the information was opportune, for
during the years 1618-20 English spies were busy
surveying and contriving to bring back plans of
the harbours and forts of Algiers and Tunis.*

In accordance with the rules of the Society,
the spelling of the original manuscript has been
modernized, the contractions extended, and
where necessary the punctuation has been altered.
The pagination of the original is shown between
brackets ( ). Besides the copy in the Royal
Manuscripts, several other manuscript copies are
in existence, and a bibliography of them is here
given. Some of these lack the dedication to the
King, and others substitute for the title the
following description of the contents : ‘ A Treatise
of Piracy, discovering in what Ports, Havens, and
Creeks, all alongst the Turkish and Spanish coasts
Pirates may sell their goods safely, have victuals,
good refreshing and watering, and in what not;
with the manner of their Sailing and usual places
of abode at all seasons of the year, with advice
how to prevent and surprise them.’

List of other MS. copies, with their various
repositories.

British Museum, Sloane MSS. 1010.

‘A Treatise of Pyracie, discoveringe in what
Ports, Havens, and Creeks alongst the Turkish
and Spanish Coasts Pyrates may sell theire goods
safely, have victualls, good refreshinge and
wateringe, and in what not; with the manner
of theire Saylinge and usuall places of aboad at

' Cal. S.P. Venice, 1617-19, P. 230 ; 1619-21, pref. lv.

DISCOURSE ON PIRATES 5

all seasons of the yeare; with advise how to
Meevent andi surprise them: written by Sir
Henrie Mainwaringe, Knight, and by him pre-
sented unto King James.’ This copy, which is
in splendid preservation, consists of twenty folios
(e. forty pages), but has not the dedication.
pees.) Dale experience etc. and ends:
‘ Deliberare lente, quod decreveris, constanter urge.’

British Museum, Cottonian MSS. Otho E. viii.

In folio, bound up with other manuscripts,
and slightly damaged by fire, each folio being
remounted.1 Folios 299-316 comprise the ‘ Dis-
course of Pirats.’ It is in a contemporary hand,
not unlike that of Mainwaring, and has the
dedication to James I, but is unsigned. All
that remains of the title is the word ‘ Piratts.’
Then follows: ‘The purpose of this discourse,’
and the contents of the chapters, which are un-
nu@imereds. berins:, i Daile experience? etc.
and ends: ‘calle anything past in question.’

British Museum, Harleian MSS. 2204, ff. 148-166.

‘A Treatise of Piracie; discoveringe in what
Ports, Havens, & Creeks, all alonge the Turkishe
& Spanische Coasts, Pirates maie sell their
Goods safelie: have Victualls, good Refreshinge
& Wateringe; and, in what not. With the
manner of their saylinge, & usuall Places of
aboad at all Seasons of the Yeare; and advise
how to prevent & surprise them. Written
by Sir Henerie Mainwaringe, Kt., & by him
presented unto King James.’ In folio, evidently

1 The Cottonian MSS. were damaged in the fire at Ash-
burnham House, October 23, 1731.

6 SIR HENRY MAINWARING

a contemporary transcript. It has not the
dedication, and after the title, commences: ‘ Daylie
experience’ etc.

MSS. in the Library of the University of Cambridge.!

‘A Discourse written by Sir Henrie Man-
wairing ; and by him presented to the King’s
Majestie, A° 1618: wherein are discovered the
beginnings and proceedings of the Pyrats, who
nowe so much infest the Seas: Together with
his advise and direction how to surprise and
suppresse them.’ This copy consists of 26 folios,
the ‘ Discourse’ occupying folios I- -I9, the rest
blank. Begins 1 “WDailie expernence’ etch ame
ends: ‘deliberare lente; quod decreveris, con-
stanter urge. This copy belonged to John Moore,
Bishop of Norwich, and afterwards of Ely. The
library which he collected was famous through-
out Europe, and at his death (1714) the books
(29,000), and manuscripts (1790), were sold to
George I for 6000 guineas; his Majesty after-
wards presenting them to Cambridge University.”

Bodleian Library, Tanner MSS. 121, if. 107-17.

‘A treatise of piracy, discovering in what
ports, havens and creeks, along the Turkish and
Spanish coasts, pirates may sell their goods
safely etc., with the manner of their sailing and
usual places of abode, with advice how to prevent
and surprise them, written by Sir Hen. Man-
weringe and by him presented to King James.’
(In Folio.)

1 Cat. of MSS. preserved in the library of University
of Cambridge, 1858, iii. 475.

2 See Bernard, Cat. MSS. Angliae, ii. 367.

DISCOURSE ON PIRATES 7

Hatton MSS. belonging to The Rt. Hon. The Earl
of Winchilsea and Nottingham.

‘Sir Henry Manwayring’s discourse on
Pirates.’ 1

Trinity College, Dublin.?
‘Capt. Manwaring, his Discourse on Piracy.’

Manuscripts of Sir Harry Mainwaring, Bart.

‘ A discourse written by Sir Henry Manwaringe,
and by him presented to the Kinges Matie Ano
Dni. 1618, wherein are discovered the beginnings,
practises and Proceedings of the Pyrates, who
now so much infest the Seas, together with his
Advice and direction how to surprise and suppress
fem. in folio, bound im a parchment cover
with two other manuscripts. This transcript,
which is early seventeenth century, is badly
done and imperfect. The dedication to the King
ends at Pulchrum Scelus.

Hodgkin MSS.

A copy was formerly in the possession of the
late J. Eliot Hodgkin, and was afterwards sold
at Sothebys.* It was found by Mr. Hodgkin
among some odds and ends of fishing tackle in
a shop in the Waterloo Road, and he records
that in the ordinary course it would have probably
gone to the mills. It is entitled :— A Discourse
written by Sr Henrie Mainwaringe Knight, and by

t Hist. MSS. Comm. Rep., i. p. 43.

2 Cat. of MSS. in the library of Trinity College, 1900.
No. 861 (15).

3 In May 1964.

+ Note by the owner at the end of the volume.

8 SIR HENRY MAINWARING

him presented unto Kinge James Año dñi 1618,
wherein are discovered the beginninges and pro-
ceedinges of Pyrats, wth theire usuall places of
aboad at all tymes of the yeare, together with
advise and direction for surprisinge and sup-
pressinge of them.’ Contemporary manuscript on
paper (48 pp.), small folio, and neatly written.
Begins: ‘ Dailie experience,’ and ends: ‘constanter

urge,’

OF THE BEGINNINGS, PRACTICES, AND
SU EER EooION OF PIRATES

[British Museum, Bibl. Regia, 174, xlvii.]

Ho my most Gracious Sovereign, that
represents the King of Heaven, whose
mercy is above all his works.

Give leave I humbly beseech your Grace to me
your own Creature (being newly recreated and
restored by your gracious Pardon to that life
which was forfeited to the Law) humbly to offer
with a faithful, loyal, obedient and a thankful
heart to your Majesty’s favour, this, as some
oblation for my offences, and a perfect sign of
the true and hearty acknowledgment I make
of your Highness’ grace unto me. I am so far
from justifying my own errors, that I can
scarce afford them those reasonable excuses,
which might be perhaps allowable in any other
man.

As that I fell not purposely but by mischance
into those courses; being in them, ever strove to
do all the service I could to this State, and the
merchants. As that, where there were 30 sail of

9

I0 SIR HENRY MAINWARING

Pirates in Mamora,! I suffered none to go in or
out, but with condition not to disturb any of your
Majesty’s subjects. I made peace with Sallee,? (2)
which took many small ships, and bought
out the prisoners: Have cut off three Turks
men of war, the one of them had been as high
in Thames as Leigh:? Set free the slaves and
captives, and taken Englishmen’s ships and goods
from the Turks, and re-delivered them to the
true owners: Have wafted‘ them from other
men-of-war: Made peace with Tunis for all
your Highness’ subjects; and at the same time
bought as many English slaves as cost me near
5000 ducats: Disheartened the Flemings from
venturing to Newfoundland, by which they
would quickly have overthrown the west of
England:* Been the occasion that all English
ships throughout all Christendom have been
better freighted than before: Lastly, I have
abstained from doing hurt to any of your Majesty’s
subjects, where by it 1 might have enriched myself
more than £100,000, being that most of the best
ships that trade for the Straits, and the coast
of Spain and Barbary, as also divers others have
come through my fingers. All these things the
merchants of London, had justified under their
hands with purpose to have shown it to your
Highness in favour of me, but I feared I should
rather (3) have been troublesome than accepted.

1 Mehedia, about twenty miles N. of Sallee on the west
coast of Morocco, at the mouth of the R. Sebu.

* MS. Sally.

2 Leigh-on-Sea. MS. Lee. For this incident see also
Carew Letters, p. 51.

* Convoyed.

5 The Newfoundland fishery was principally carried on
by fishermen from the western ports.

DISCOURSE ON PIRATES II

These truths though they cannot expiate yet
they might extenuate the offence in another
man, and may be called Pulchrum Scelus, but
in me so little, that did not the laws of Christianity
and Nature interdict me I could easily be evidence,
jury, judge, and executioner to myself. I trust
your Majesty will not undervalue, but rather
esteem me the more for having refused the free
and voluntary pardons with proffers of good
entertainment from other Princes, as namely
the Duke of Medina ? sent to me, that if I would
deliver up Mamora to the King of Spain, that
I should have a great sum of money for me and
my company, with a free pardon to enjoy all our
ships and goods, and good entertainment if I
would command in the King’s ships.

ithe Duke ot Savoy sent, me my pardon.
The Duke of Florence sent me my pardon, and
gave leave to the ship to wait on me till I was
willing to come in, which did so for a great while.
The Dey of Tunis eat bread and salt and swore
by his head (which is the greatest asseveration
they use) that if I would stay with him (4) he would
divide his estate equally with me, and never
urge me to turn Turk, but give me leave to depart
whensoever it should please your Majesty to be
so gracious as to pardon me. These I know
of mine own knowledge and so do many more.
And since my coming home I have heard that
the Conde of Porto Legro* after I had put off

' An honourable crime.

2 El Duque de Medina-Sidonia.

3 Mamora was captured by Fajardo and placed under
the Spanish crown in 1614, see vol. 1. pp. 23-4.

4 Sic in MS., probably Juan de Silva, Conde de Portalegre,
whose correspondence is in Col. de Docs. inéditos para la hist.
de España, 39, 40, 43.

12 SIR HENRY MAINWARING

5 sail of the King of Spain’s men of war + (being
in fight with them all midsummer day last)
myself having but 2 he offered that if any would
go out and advertise me he would get me my
pardon, and give me 20,000 ducats a year, to
go General of that Squadron. Monsieur Manti ?
was met in the Straits with my protection
from the Duke of Guise. I forbear to speak
how willing the Spanish Ambassador? seemed
to my brother,* to have me serve his Master at
that time when he moved him for his consent to
my pardon. By these it may appear to your
Majesty that I did not labour my Pardon as one
being banished from all Christian Princes, but
as a dutiful subject preferring the service of my
country and my particular obedience to (5)
your Royal person before my own ends. In this
respect I doubt not but your Majesty hath many
malicious informations of me from other States,
who being themselves refused would by dis-
gracing me in your Majesty’s favour, make me
incapable of it. But let me humbly beseech
your Majesty, that since lifesand honour are
Individut Comites in every honestly resolved
spirit, and that your gracious favour hath restored
the one, so likewise to do the other, by your
favourable acceptance of me, and that they may

1 See Vol. I. p. 26. The date of the contest was 1615,
which would make it appear that the manuscript was partly
written, if not actually finished, in 1616. On the copy
among the MSS. of Sir Harry Mainwaring, Bart., it is stated
to have been presented to James I in 1618.

2 M. de Manti was a native of Marseilles, and is described
“as a servant of the Duke of Guise, and a man of note
in Ae and similar matters’ (S.P. Venice, 1617-19,
p- 405).

3 El Conde de Gondomar.

* Probably Sir Arthur Mainwaring.

DISCOURSE ON PIRATES £3

either live or die together by your Majesty’s
command. Though my course I confess were
not honourable, yet since it was ordained to be
unfortunate I am glad ’twas in a way which
hath somewhat enabled me to do your Majesty
service if occasion were given.’ This small dis-
course, of a boisterous argument, and as roughly
handled (as also so unworthy your Majesty’s
eye) of myself I durst not have (6) presented
but at the commandment of one of your Majesty’s
most worthy servants.

Your Majesty’s new Creature,
HENRY MAINWARING.?

Of the Beginnings, Practices, and Sup-
pression of Pirates.

The purpose of this discourse consists in showing :

Their beginnings, and how they relieve themselves
within your Majesty’s Dominions. Cap. J.

The ground of opinion which encourages men in
Chisi course of Piracy; and, of those are
called Perforst-men. Cap. IT.

Row they use to work at Sea. Cap. TIT.

Where and what times they use to be where
they must water, ballast, wood, trim their
ships, and sell their goods. Cap. IV.

A means as well to prevent as suppress them.
Cap Ve

1 As Mr. Oppenheim remarks, ‘the English rover was
more than half patriot ; if he injured English commerce, he
did infinitely more hurt to that of France and Spain ’ (Admin.
Of RN., 377).

2 MS. ‘ Maynnaringe ’"—evidently the copyists’ error for
‘ Maynwaringe.’

I4 SIR HENRY MAINWARING

Cap. T.

Daily experience proves it to be undoubtedly
true, that English Pirates do first arm and horse
themselves within your Highness’ Dominions, as
well England (8) as Ireland, which the easier
happens by reason that there are divers places
(and chiefly such as are not capable of great
shipping), that have no command,* as also by the
negligence of the Owners of such small Ships,
that having no force to defend them keep ill
watch, and leave their Sails aboard; wherein those
Officers cannot be excused, that do not discreetly
look into the disposition and resorts of such sea-
men as either are within, or near their Harbours.
So that it is commonly seen, that a very few,
though but to the number of 10 or 12, do easily
get out, and being assured of more Company
wheresoever they shall touch upon the Coast,
(by reason that the common sort of seamen are
so generally necessitous and discontented) they
make no doubt but when they have somewhat
increased their number, to better their Ship by
going into the Trade of Brittany? where they
meet continually with small Frenchmen, Pinks,®
and Brawmes‘ of Hoorn,’ which being slightly
manned are easily surprised. These commonly go

1 Te. are not dominated by any fort or other military
establishment.

2 MS. Brittaine. The ‘Trade’ was the name given to
that part of the sea between Ushant and Brest which is
now known as the Passage de I’Iroise (see Laughton, State
Papers rel. to Spanish Armada, i. 196 n ; ii. 348).

* A pink was a small flat-bottomed vessel, having a very
narrow stern, and used principally for coasting and fishing.

1 Prahm or Praam, a small coasting vessel.

5 MS. Horne. Twenty miles N.N.E. of Amsterdam.

DISCOURSE ON PIRATES 15

well, and are of good burthen, as between 180
and 200 Ton; and then by (9) the countenance of
such a ship well manned they quickly overbear
any small Ship with a few great Ordnance, and
so by little and little reinforce themselves, to be
able to encounter with a good Ship? But if
they chance to put out of the North part of these
Coasts, then they fit themselves in the North Seas.
And to give your Highness a particular instance
and taste how these men may and do easily embark
themselves: When small Pinks and little vessels
do stop below Gravesend, in Tilbury Hope, or
against Queenborough,? the wind being westerly,
they may, with one or two wherries in the night,
go aboard and enter them, and put to sea before
a wind, so that they cannot be stayed or pre-
vented. In this manner, or the like, for the most
part they begin both in England and Ireland; and
although these things happen more often in Eng-
land than Ireland, by reason there is more plenty
of Ports and Shipping, as also more abundance
of Seamen, yet in proportion Ireland doth much
exceed it, for it may be well called the Nursery

1 In Fortune by Land and Sea, a tragic comedy by
T. Heywood and W. Rowley, published 1655, but written
during the beginning of the 17th century, occurs:

When first we took you to our fellowship,

We had a poor bark of some fifteen ton,

And that was all our riches. But since then
We have took many a rich prize from Spain,
And got a gallant vessel stoutly mann’d,

And well provided of ordnance and small shot,
Of men and ammunition, that we now

Dare cope with any carrack that does trade
For Spain.

(Act IV, Sc. ii., On board a privateer.)
2 MS. Quinborow.

16 SIR HENRY MAINWARING

and Storehouse of Pirates, in regard (ro) of the
general good entertainment they receive there;
supply of victuals and men which continually
repair thither out of England to meet with Pirates.
As also, for that they have as good or rather
better intelligence where your Majesty’s Ships are,
than contrariwise they shall have of the Pirates.
In regard of the benefit the Country receives by
the one, and the prejudice, or incumber as they
count it, of the other. Unto which must also be
added the conveniency of the place, being that
the South, the West, and the North Coasts, are
so full of places and Harbours without command,
that a Pirate being of any reasonable force, may
do what he listeth. Besides that, many of that
Nation are scarce so well reduced to any civil
jurisdiction, as to make a conscience of trading
with them.

Myself saw the experience of these things, for
being in the North-west, where few Pirates come,
and not understanding but hoping of your High-
ness’ gracious Pardon, being for my safety bound
to stand off to Sea, till I might hear a happy
answer from my friends, to whom I then sent (11)
into England, I had near 60 new men come into

1 Sir W. Monson spoke of Broadhaven, a land-locked
haven between Erris Head and Benwee Head on the west
coast, as being the ‘ well-head of all pirates’ (Naval Tracts
NRS. xin p59)

2 The great recourse of pirates to the coasts of Ireland
was believed to be due to the want of a statute such as that
of 28 Hen. VIII in England (Cap XV. For the punishment
of pirates and robbers of the sea), which allowed their trial
by commission. From time to time all pirates in Ireland
whose conduct deserved death had to be sent over to
Barnstaple, Bristol, or West Cheshire (S.P., Jas. I. Ireland,
1608-10, pp. 105-6).

3 I.e. of Ireland.

DISCOURSE ON PIRATES EF

me, and received letters from the Southwards
that here were divers expected, that I would
touch in, those, parts to take them in. And
generally a Pirate may in all those parts trim
his Ships, without affront from the Country,
although it be in such places as they may well,
either surprise or disappoint them, as also victual
themselves in this manner ?

The Country people will not paly bring
their victuals, nor in audience of any seem to
harken to any such motion, yet privately with
the Captain will appoint where he shall in the
night find so many Beeves? or other refresh-
ments as he shall need, who (that he may seem
to take this away perforce) must land some small
shot, and fetch them; with like cleanly * con-
veyance, and secrecy, he must land the goods
or money in exchange, which by custom, they
expect mils be 2 0t 3 times the value. In the
same sort shall he have all kind of Munition, or
ships provision, if it be there to be had. I say
not that this is done by open allowance, or tolera-
tion of the chief Governors and Commanders,
yet I may well (12) imagine by proportion of
other things in these days there may be some
connivance where there is a fellow-feeling.

1 On August 22, 1609, Sir Richard Moryson wrote from
Youghal that the continued repair of pirates to the west
coast of that province was in consequence of the remoteness
of the place, the wildness of the people, and their own strength
and wealth both to command and entice relief. There were,
he reported, Ir pirate ships with 1000 men there then, and
that he was forced to forbear any prosecution of them (S.P.
Ireland, 1608-10, pp. 277-8. This calendar is teeming with
accounts of piracy).

2) Oxen.

3 MS. ‘clenly ’—adroit, dexterous. For an incident of
this nature see N.R.S., xliii. 60.

IL Cc

18 SIR HENRY MAINWARING

Cap. TI.

The common sort of seamen, even those
that willingly and wilfully put themselves into
these courses, are greatly emboldened by reason
of a received opinion and custom that is here
for the most part used, that none but the Captain,
Master, and it may be some few of the principal
of the Company shall be put to death.1 Now
since ordinarily there is not any mean used be-
twixt death and liberty, to punish them, unless
it be a little lazy imprisonment, which is rather
a charge to your Highness, than any affliction
to them, since their whole life for the most part is
spent but in a running Prison, and for that it may
be thought too much effusion of blood, to take
away the lives of so many, as may perchance
be found together in such an action (13), as also
for that the State may hereafter want such men,
who commonly are the most daring and service-
able in war of all those kind of people?: and
on the contrary, to set them at lbermy is7puc
licensing them to enter into the same way again,
for that the most part of them will never be
reclaimed, as appears plainly by those who have
been heretofore pardoned: me thinketh (under
correction of your Majesty’s better judgement)
it were no ill policy for this State, to make them

1 Mr. Oppenheim points out, that of the many pirate
captains whose names continually recur in the State Papers
of the reign of Elizabeth, not one is known to have been
executed (Adm. of R.N., p. 179).

2 Paul Hentzner, who travelled in England towards the
end of Elizabeth’s reign, wrote that the English were ‘ good
sailors and better pirates’ (Travels, 1797 ed., p. 63). Two
famous pirates, Sir John Ferne and Walsingham, were em-
ployed under Mansell in the Algiers Expedition of 1620.

DISCOURSE ON PIRATES 19

Slaves, in the nature of Galley-Slaves ;1 whereof
though now we have no use, yet for guarding of
the Coast, there might be vessels of great force
contrived, far more serviceable than any we
have, especially for the Summer-time, to go
with Sail and Oars: and in the meantime, they
might be employed to the advancement of many
good works, with small charge to your Majesty,
as about the Navy; scouring of barred Havens,
which especially on the East coast are choked
up, to the great prejudice of the whole Kingdom,
and almost the utter impoverishing of the
particular places, and Inhabitants there; re-
pairing of your Highness’ Castles (14) and Forts
on the Sea-Coast, which myself have since my
coming, seen and perceived to be miserably
ruined and decayed; and divers such like, which
men of better judgement and design than myself
would easily invent. And this course, as it may
be a means to save many their Souls, by giving
them a long time of Repentance, so would it
terrify and deter them, more than the assurance
of Death itself. Myself have seen them in fight,
more willingly expose themselves to a present
and certain death, than to a doubtful and long
slavery. Other Christian Princes use this kind
of punishment and so convert it to a public

1 By an Act of 1597-8 (39 Eliz., cap. 4), for punishing
“rogues, vagabonds and sturdy beggars, among which
category were included ‘all seafaring men pretending losses
of their shippes or goods on the sea going about the Country
begging,’ it was enacted that all who would not reform,
would be banished out of the Realm, or ‘ otherwise be judged
perpetually to the Galleys of this Realm.’ Sir William
Monson was of the opinion that the minimum period of
detention in the galleys should be for seven years (N.R.S.,
alive 107).

20 SIR HENRY MAINWARING

profit, amongst whom it is observable, that as
many as make slaves of offenders, have not any
Pirates of their Nation.’

Many Pirates, especially those who are in
small ships, a few in number, and that have been
out but a while, so that little notice is had of
them, having gotten some purchase, do use to
clear themselves, by running their Ships ashore,
or else by sinking them; and so saving them-
selves in Boats, whereby they are the less noted,
and that (15) in some parts far from the places
of their abodes, as also most distant from the
Coast where they made purchase. In this course
their opinion is that either they go clear, and
then they have what they desire, or if they be
taken it is but compounding with the Vice-
Admirals or some under Officers who (because
there is no man to give evidence against them,
being that the parties injured may have no notice
of their apprehending) may very colourably
discharge them. And although this be many
times used and that chiefly in Ireland, yet I
know there are sufficient Laws, and institutions
to prohibit and punish them. And therefore
the error of this is nothing but abuse by the
Officers, which by a strict and severe course taken
by your Highness for the execution of Justice
might easily be reformed.

By reason that your Highness did grant a

1 Cosimo of Tuscany had a short way with proved pirates.
In November 1614 two English ships laden with spoil arrived
in Leghorn. Suspecting that the plunder came from
Christians and not from Turks, he had the crews arrested.
On enquiry, his suspicions were found to be well grounded,
and he had two of the ringleaders ‘hanged, quartered and
gibbeted as an example,’ and sent the rest to the galleys
for life (S.P. Venice, 1613-15, xliv).

DISCOURSE ON PIRATES 2T

Pardon to one Peter Cason? who betrayed the
Concord of London, and one other to a Dutchman
named Peeters,” who took another Ship of London,
with condition that they should give satisfaction
to the English; they do generally assure them-
selves of a Pardon, if they can (16) but take a
good English Ship and be able to return or satisfy
their losses. And to this they usually add, that
if they can get £1000 or two, they doubt not but
to find friends to get their Pardons for them.
They have also a conceit that there must needs
be wars with Spain within a few years, and then
they think they shall have a general Pardon.
Lastly they say, that if there be no hope of
arcdon here, yet Leghorn, and Villefranche <
are free for them, and thither they go.

How to reform the abuse of those privileges
so contrary to civil society and common comers

1 Peter Easton or Eston. For an account of this redoubt-
able pirate, see Vol. I. pp. 21-23. On November 26, 1612,
Easton was re-granted a pardon on condition that he restored
the Concord, and the goods that were in it, also the Bona-
venture. The pardon was renewed owing to a former pardon
never reaching Easton, he being near Newfoundland (S.P.
Dom., Jas. I, Ixxi. 43).

2 A pardon was granted to Peter Peeters on No-
vember 28, 1610, for piracy on a vessel belonging to Edward
Cashel, of Dundalk, Ireland (S.P. Dom., Jas. I, lviii. 42).

2 As early as August 1609, the famous pirate captain,
John Ward, was invited to Leghorn, and in September 1611
the Grand Duke was offering free quarters to the pirates
if they came to Leghorn, and promised them good treatment
(S.P. Venice, 1600, p. 309 ; 1610-13, pp. 206-7).

4 MS. Villa-Franck. In March 1613 the Duke of Savoy
issued a proclamation making Nice and Villefranche free
ports. No matter what were their crimes, all and sundry
were Offered asylum and safety. Bonded warehouses were
also opened, where, on payment of a small sum, they could
store their goods! (S.P. Venice, 1610-13, p. 503).

22 SIR HENRY MAINWARING

betwixt Christian States I know not, except
either by treaty with them to abolish such ill
customs, or by making the cause equal, by grant-
ing free Ports for offenders against them in like
nature, or by granting Letters of Reprisal to
such as by the protection of those places, have
their goods unlawfully detained from them. One
thing I have not found to be well observed by
any man, and yet is a great occasion to encourage
men both to continue, and enter into those
actions (17), is the misunderstanding of such
as are called Perforst-men, by which is commonly
meant, such as are taken out of Ships at Sea,
so that it is intended that they are taken away
against their wills. But that your Highness
may the better understand and judge of such
men, I must report truly that when I have had
near six or seven hundred men at one time, and
for the most part all taken out of Ships, I know
not that I had three Perforst-men, in all my
Company, neither of all that I had at Sea, was
any taken, but in this or the like sort. Having
fetched up and commanded a Ship, some of the
Merchants-men would come to me, or to some
of my Captains and Officers, to tell me they
were desirous to serve me, but they durst not
seem willing, least they should lose their wages,
which they had contracted for with them
Merchants; as also that if by any occasion they
should come home to their Country, or be taken
by any other Princes, it would be a benefit to
them, and no hurt to me, to have them esteemed
Perforst-men. In which respect I being desirous
to have men serve me willingly and cheerfully,
(18) would give them a note under my hand to
that purpose, and send men aboard to seem to
take them away perforce. These men by such

| ot sis er

DISCOURSE ON PIRATES 23

slender attestations are rather welcomed home,
than any way molested or troubled, unless by
mischance some under officer of the Admiralty
light upon them, and pillage them of their goods.
The inconvenience and mischief whereof is this :
that such men knowing themselves to be privi-
leged are more violent, head-strong, and mutinous,
than any of the old Crew, either to commit any
outrage upon their own Countrymen, or exercise
cruelty upon others, as also the most unwilling
men to be reduced home, till they have struck
up a hand, and then they apprehend the first
occasion they can to get ashore in any your
Majesty’s Dominions, where concealing their
wealth they offer themselves to the next officers
or Justices, complaining of the injury they have
recelved in being so long detained by force, and
so they are commonly not molested but relieved.
The way in this case neither to punish the
innocent, nor to let the guilty escape, is (in my
conceit) to have all such committed, till a just
proof may be made (19) whether they have
received shares or pillage of the goods or not,
more than to supply their necessary wants and
meann clothes; it they have, they are then
absolutely as willing and as guilty as is the Com-
mander. For I never knew seamen so violently
liberal, as to force men to receive money, nor
any so courteous and so conscionable as to refuse
what was offered them.

Cap. TII.

In their working they usually do thus: a
little before day they take in all their sails, and
lie a-hull, till they can make what ships are about
them; and accordingly direct their course, so as

24 SIR HENRY MAINWARING

they may seem to such ships as they see to be
Merchantmen bound upon their course. If they
be a fleet, then they disperse themselves a little
before day, some league or thereabouts asunder,
and seeing no ships do most commonly clap
close by a wind to seem as Plyers.*

If any ships stand in after them, they heave*
out all the sail they can make, and hang out
drags to hinder (20) their going, that so the other
that stand with them might imagine they were
afraid and yet they shall fetch them up.®

They keep their tops continually manned,
and have signs to each other when to chase,
when to give over, where to meet, and how to
know each other, if they see each other afar off.
In Chase they seldom use any Ordnance, but
desire as soon as they can, to come a board and
board ;* by which course he shall more dishearten
the Merchant and spare his own men. They

1 To ply = to beat up against a wind, to work to windward.

2 This word was originally ‘ have,’ an ‘e’ has been added
on top of the word.

3 This appears to have been a favourite stratagem, which
was adopted also by the King’s ships. Sir William Monson
states that ‘a ship that is chased and desires to show fear,
thinking to draw her that chases into her clutches, must
counterfeit and work as though she were distressed, or lie
like a wreck into the sea; she must cast drags, hogsheads,
and other things overboard, to hinder her way’ (Naval
Tracts, N.R.S. xlvii. p. 142). On March T 1579. Drake
in the Golden Hind, while off Cape Francisco, fell in with
the Spanish ship Cacafuego. ‘To take in sail would be to
arouse the suspicions of the chase.’ Drake therefore
hit on the ingenious idea ‘ of trailing at his stern empty wine
jars, whereby his speed was reduced, and the chase deceived
as to his power of sailing’ (Corbett, Drake, i. 274). See also
Sir Kenelm Digby’s Voyage to the Mediterranean (Camden
Society, 96, p. 82).

4 When two ships touch.

DISCOURSE ON PIRATES 25

commonly show such colours as are most proper
to their Ships, which are for the most part Flemish
bottoms, if they can get them, in regard that
generally they go well, are roomy Ships, floaty,’
and of small charge.

Gap IV.

This part may seem somewhat tedious to
your Highness in regard that I imagine your
Majesty hath not been much used to the (21)
Sea, but I thought good to set it down, that it
might serve a little to advise your Majesty
(according to my small understanding) what
directions to give in Commissions, if there should
be any purpose to employ Ships for the suppressing
of Pirates.

Within the Straits of Gibraltar,2 there is
not any place for Pirates to resort to, but only
Algiers and Tunis, where they may be fitted
with all manner of provisions and to ride safely
from the Christian forces; yet at Algiers their
Ships are commonly betrayed from them and
manned out by the Turks, after the proportion
of 150 Turks to 20 English, yet the English in
their persons are well used and duly paid their
shares.® But at Tumis they are better people

1 “A floaty ship is a ship which draws but little water’
(vide p. 149).

2 MS. Giberalter.

3 Lord Carew writing in 1616 records that, ‘ in the towne of
Angire the Englishe are well enoughe intreated, but yf they
be taken at sea, ether outward or homeward bound, they are
esteemed good price without redemption. ...To assure
themselves of renegados, the Turkes are so carefull as in every
shippe there is three Turkes for one renegado’ (Carew: Letters
Pip Simei. Roe, p. OL).

26 SIR HENRY MAINWARING

and hold their words more justly, especially
since Uzuff Dye} commanded, who is now there,
and a very just man of his word.

Those of Algiers do for the most part come
without the Straits, or if they stay in the Straits,
they lie either off Cape de Gata,* Cape de Palos *
or Cape San Martin,‘ and seldom go lower towards
the bottom. Going in of the Straits,® they keep
close a (22) board the Barbary shore ; but going
out on the Christian. At Wetuan>> the Giese
town on the Barbary side going in, a Pirate
may water well, have good refreshing, buy store
of powder (which is for the most part brought
in by English and Flemish Merchants) and sell
their goods well which is quickly landed and
dispatched by reason of the Boats of the town,
but here is no command ’” but to ride upon their
guard; they ride also in foul ground and must
perforce put to Sea if the Levant. come here,
the people are very just and trusty.

At Tlemcgen® they may water, and ballast,
sell goods, and have some refreshing, but the
town is 30 miles into the Country, so that things
are long a-coming and the Road very dangerous,
being in the bottom of a deep Baye Cape

1 I.e. Yusuf, Dey of Tunis.

2 MS. Capp. Gatt; seventeen miles E.S.E. of Almeria.

* MS. Cape Paule; eighteen miles E. by N. of Carthagena.

4 MS. Cape Martine; Spain, ten miles S.E. of Denia.

5 “The Straights’ was the general term for the whole
of the Mediterranean: the ‘Straights mouth’ was the
western, and the ‘ bottom of the Straights,’ the eastern part.
(Oppenheim, p. 343 note.)

e€ MS. Tituan. On the Morocco coast, thirty-one miles
S.E. by E. of Tangier.

7 No fort to protect them.

8 I.e. East Wind blowing up the Mediterranean.

® MS. Tremezeen.

DISCOURSE*ON PIRATES 27

Falcon,’ bearing North-east, and Cape Tres Forcas ?
bearing West-north-west ; the people here are
very treacherous.

At Formentera è by Iviza* is water, wood,
and ballast, but nothing else, being no inhabit-
ants. They must shift Roads as the winds are
either Easterly or Westerly, which they must
do by putting through betwixt the Islands (23)
wherein the best of the channel is 3 fathom water,
and they ride in 5 or 6.

At Cape De Gata’ on the Christian shore they
may water, but if they be discovered for Pirates
they will be put off.

At Bona® and Bougie’ which are under
the command of those of Algiers, Pirates may
be very well refreshed with victual, water, and
bread, and also sell goods well, and these are
good Roads for Pirates, but they dare not trade
with any unless they bring with them the Letters
of Algiers; here they may ride under command
of the Fort, and the people are very just.

Those of Tunis seldom come out of the Straits,
but ior the most part do lie off of St. Peters ®
bye sardinia, or Cape Passaro® in Sicily, or

1 MS. Faulcon. N.W. Coast of Algeria.

2 MS. Tres Forkes. On the N.E. point of Ras ed Deir,
N. coast of Morocco.

3 MS. Formetero. One of the Balearic Islands.

4 MS. Euersay. Sir W. Penn spelt it Ivessy (Memorials,
i. 332) ; Admiral Badiley in 1652 wrote Iversey (Spalding,
Life of Badtley, p. 71).

& MS Degatt. SIE Spain.

€ Bône is a fortified seaport town whose harbour is con-
sidered the safest on the Algerian coast.

7 MS. Bogee. One hundred and twelve miles E. of
Algiers. The roadstead is deep and sheltered.

8 San Pietro, island off the S.W. point of Sardinia.

° MS. Cape Passer in Sicillia. Extreme S-E. of Sicily.

28 SIR HENRY MAINWARING

betwixt Cape Angelo, and Zante,? yet here they
are somewhat fearful of the Venetian Galli-
grosses,? or else betwixt Cape Salamon* in
Candy and Scarponto,’ for ships bound from
the bottom, or Gozzo € by Candy and seldom go

any lower.
(24) At St. Peters they may water and at

Lampedusa,’ and generally in all the Greek
Islands they shall have good quarter, and great
store of Hogs, and they are good people especially
at Milo.®

At Rhodes? and Cyprus * if they bring the

1 Cape Sant’ Angelo, S.E. extremity of the Morea.

2 One of the Ionian Islands.

3 Galee Grosse, worked with four sails, and sometimes
I00 oars. Some of them were 115 ft. in length, and had
turrets for the protection of the soldiers (Weil: Navy of
Venice, p. 51).

4 MS. Cape Solomon. East coast of Crete.

5 Island in S.E. Aegean Sea.

° MS. Goza. Island in the Mediterranean to the S.W. of
Crete.

1 MS. Lampadoza. Island in the Mediterranean, midway
between Malta and the coast of Tunis. Sir Kenelm Digby,
who visited Lampedusa in 1628, records that on the island
‘dwell no persons... but there is a lamp continually burning.
The Turkes beare a great reverence to the place, and allwayes
leave oyle or bread or something behind them (through
devotion) but they know not for whom; and it hath prooved
very fatall to carry away anything from thence. ... onely one
may safely water there’ (Voyage to Mediterranean, p. 72).
The scene of Shakespeare’s Tempest is supposed to be laid
on the Island (see Hunter : Writings of Shakespeare, i. 158-185).

8 For an interesting account of the corsairs who used
the Greek Islands, see Roberts Narrative in Hackes Collection
of Voyages, 1699, pp. I-53, where their manner of victualling
etc., is fully described, somewhat similar to the account
given by Mainwaring. A favourite ship employed by them
was the Feleucca (g.e. Felucca), rowed with twelve oars, which
was so small that they were enabled to hide it ‘in a hole.’

° MS. Roades. 10 MS. Cipres:

DISCOURSE ON PIRATES 29

letters of Tunis or Algiers they shall be well
used, but generally in all these places it is not
safe trusting them.

At Tripoli in Barbary they shall be enter-
tained and refreshed, and ride in command; but
these are dangerous people, and the entrance
bad for ships of any burthen, so that few dare
come thither.

Sowsey? is under the command of Tunis,
and a good harbour there. Men shall be well
dealt withal that have the Letters of Tunis, and
there they ride safe under a Castle.

Porto Farina °? is 7 leagues from Cape Carthage,
and there is very good watering, and a good
place to careen in, being Land-locked, yet the
North-west winds are dangerous, coming in
Perries $ down the high hills ; they can (25) have
nothing here without leave from Tunis but water.

Tunis is but an open Koad, and the Castle
cannot warrant the ships; it is a good Road
all over the Bay in 5, 6, and 7 fathom, so that one
or two Ships of force may keep them all in,
where it is easy to fire all the Turks shipping in
regard that when any Christian force comes in,
they will all forsake their Ships and run ashore.

Algiers hath a mould‘ within which Ships

1 Apparently Susa, on the Gulf of Hammamet; ‘ com-
mand’ being here used in the sense of ‘ dominion.’

2 MS. Porto Feryn. In the Gulf of Tunis. At one time
famous for its arsenal. It was the winter port of the Tunisian
fleet. Blake gained one of his celebrated victories here on
4th April, 1655.

3 Perry, a squall or contrary wind (Halliwell s Dictionary).

4 The inner harbour of Algiers, originally built in 1518,
consisted of a mole connecting the town with the rocks on
which the lighthouse, built 1544, now stands. The citadel
situated on the highest point of the city was defended by
200 guns.

30 SIR HENRY MAINWARING

ride and great store of singular good Ordnance,
which commands the whole Road, which is very
dangerous if the wind come Northerly, so that

Ships cannot or dare not ride to keep them in. —

In Velez Malaga! there is no command, nor in
Jabea-Roads,? and therefore they may take Ships
at an Anchor. In Alicante * good Ships ride out
far in the Road, and therefore there they may,
the wind being landerly, take out a Ship, and
in Cullera * they ride out of command.

(26) Generally not any Pirates do stir in the
Straits from the beginning or middest of May
till towards the last of September, unless it be
with their Galleys or Frigates,> yet towards
the middest of August those of Algiers will go
out of the Straits, if they meet with a see
Levant.

I purpose not to trouble your Highness with
the business of these Seas much, or the means
to suppress Pirates here, for that they lie more
commodious for the bordering Princes to defend
and suppress; yet before I come out of the
Straits I think it fit to acquaint your Highness
what unequal terms we hold with those of Tunis
and Algiers, for although we have Merchants,
Factors, Ledgers,“ there, and a free trade with
them, yet at Sea they will take our Merchants ;
only if they do not fight, they will not make
slaves of them, nor keep their Ships, but their

1 MS. Vealls Mallego. Fourteen miles E.N.E. of Malaga.

* MS. Shavia. Formerly Xavea, forty-five miles N.E. of
Alicante.

3 MS. Allicant.

4 MS. Callery. Twenty-one miles S. of Valencia.

5 MS. Foriggotts.

e I.e. Ligier ; resident agent or consul.

DISCOURSE ON PIRATES 31

-goods they will. But I think that is rather in
favour of themselves than in good will to us;
for by that means the common sort of Mariners
are (27) not so willing to fight for the Merchant
goods. Though this be a great injustice, yet I
think it is necessary to hold quarter with them,
for if we should have Wars with Spain, there is
no place for our Merchants that trade that way
to relieve themselves in any distress betwixt
Sicily and Gibraltar so convenient as those
places.

In all the Straits there is not any place to
ground a Ship of any reasonable burthen, but they
careen all, which is a mighty inconvenience to
Pirates.

Without the Straits for the most part, all
Pirates do resort to the coast of Spain and Por-
tugal for purchase, and there according to the
times of the year do lie off of one place or other;
from the middest of February to the last of
March, they commonly lie South and South-
south-west of Cape St. Maries, some 20 or 30
leagues off, for Indies men outward bound. And
generally February, March, April, and May, they
keep the coast of Spain, in which months those
that look for Straits men homeward bound, lie
(28) 20 Leagues off Cape St. Vincent west. Others

1 On August 18, 1623, the Venetian Ambassador in-
formed the Doge that ‘the English merchants, following
the example of the Dutch, have made a compact with the
ever formidable pirates of Algiers, and for the greater security
they have chosen a consul to reside at Algiers’ (S. P.
Venice, 1623-5, no. 115). The negotiations were carried on
by Sir Thomas Roe at Constantinople (see Roe Negotiations,
1. pp. 117-9, 139-41).

2? Cape Santa Maria.

32 SIR HENRY MAINWARING

that want victuals, lie some 15 Leagues off the
Rock,! or the Burlings* for Easterlings,? which
come full of victuals for the Spanish Fleet, and
bring also good store of copper, linen, and
wearing stuffs; and betwixt that height * being
39 and 44 they are still in the way of Brazil
men ë both outward and homeward bound, which
commonly are going and coming all the year long.
When they lie off this coast they use commonly
to stand in all night, and off all day, if the wind
be to the Northwards of the North-west, as for
the most part on those coasts it is in those
months either Northerly, or Easterly, and then
they come within 3 or 4 Leagues of the shore,
but if the wind be westerly, then they stand
further off.

Some will bring Cape St. Vincent south-east
and east-south-east, somewhat betwixt 8 and 16
Leagues, for men bound about the Cape for San
Lucar,® Cadiz,’ or the Straits, but generally all
those must be good Ships, and stout men-of-war,
in regard that they lie in the common rut® of the
King of Spain’s men-of-war. (29) Other small
men will it may be lie about the North Cape,’
for small Gallego boats,?® and Burtons," which

1 Cape Roca. Known to English sailors as the Rock of
Lisbon.

* Berlengas or Burlings. A group of small islands off
coast of Portugal. j

? Ships of the Hanseatic or other Baltic ports, whose
inhabitants were called Easterlings.

‘ Height and altitude were frequently used by the early
navigators for latitude.

5 MS. ‘ Brazeeli.’ The yearly Spanish Brazil fleet.

° MS. St. Lucas. About twenty miles N. of Cadiz.

7 MS. Gales: 8 J.e. Route.

° Cape Finisterre. 10 Ships of Galicia.
11 Breton ships.

DISCOURSE ON PIRATES 33

hall? the shore close aboard, especially if the wind
be Easterly ; some who have the occasion to trim
in Ireland in January and February will go to the
Sound by the First of March, but there they
cannot stay long by reason of the King of
Denmark’s Ships, but presently they return for
Ireland, and trim, and so come for the Coast of
Spain.

From the middest of May, till the middest of
August, they are seldom on the coast, as well for
that in those months there is least trading, as
for that, in those fair seasons, the Spanish and
Flemish men of war do more diligently keep the
Seas than in winter weather ; and these times they
commonly spend amongst the South or West
Islands, and from thence either to the Bank?
of Newfoundland, where they may easily be
fitted with all necessaries, and so into the Main
to trim, or as they do for the most part into
Ireland, still casting to be with the Coast of
Spain by the middest of August, and then they
lie (30) no nearer than betwixt 20 and 30 leagues
west of, in 374 and 384, in which height the
Indies men come in, and there they lie till they
understand è of the Indies men, which if they
understand to be gone in (because the King’s
men-of-war goes in with them) they then come
close aboard the shore, lying for the most part
betwixt Cape St. Vincent, and Cape St. Maries, and
sometimes chase men over the Bar of San Lucar.*
In this month comes out the Malaga® Fleet, and
many are bound into the Straits.

1 Sail along the shore.

2 A fishing ground known as the Great Banks of
Newfoundland, about fifty miles east of Cape Race.

8 I.e. have news of. oe MS: St; Lucas.

5 MS. Malligo. Also written Maligo (Teonge Diary, p. 36).

II, D

34 SIR HENRY MAINWARING

Generally they stay no longer than their
Ships are clean to go well, as well to fetch up
purchase, as to go away from others that may
chase them.

A good voyage may be made upon the Coast
of Guinea,! but because Pirates are seldom so well
victualled as is requisite for so long a course,
and for that the place is mfectious, and ie
course long to fetch up to windward again,
they seldom or never go to the South of the
Canaries.

(31) At the Isles of Sall,? Donis,? and Bayon 4
in Galicia, they do use often to water, and
ballast, but no other fresh victuals than Horses;
and at Pontevedra‘ up the River of Vigo, in the
same bay, a Ship of 8 or 9 foot water may sew °
dry, and trim in spite of the Country, if there be
two Ships together the one to ride afloat whilst
the other trims; and there is not any other place
alongst the coast of Portugal, or Spain, to water
in, saving that at the Burlings a small quantity
of water may be had, and in the winter time a
small man may water in the Bay of Lagos.’

At Arzilla,® betwixt Cape Spartei- and El
Arash, ® being on the coast of Barbary, they
may sell goods well, and have fresh victuals.

1 MS. Ginny. 2 Salvora. ” Islas de Ons.

4 The Cies Islands off Vigo.

5 MS. Pte. Fedro. Capital of the province of that name,
thirteen miles N.N.E. of Vigo.

e MS: Scawe. Sce ip. 221

7 MS. Laugust. Twenty miles N.E. of Cape St. Vincent. In
a document at the end of the 16th century it is spelt Lawgust
(Corbett, Papers relating to the Spanish War, 135).

e MS. Arzeele. On the west coast of Morocco, twenty-five
miles S.S.W. of Tangier.

° MS. Spratt. Extreme N.W. of Morocco.

10 MS. Allaroch. Forty-five miles S.S.W. of Tangier.

DISCOURSE ON PIRATES 35

At Sallee+ if it be fair weather, they may
ride before the Bar, and have victuals and
water, and sell goods well, but for the most part
the Sea breaks so on the Bar that they can
hardly water.

(32) At Fidallah? they may sell goods very
well, have store of victuals, good ballast,
and ground a ship that draws nine foot, but here
is no water; besides if the wind comes to the
North-west, it is a most dangerous Road, yet
here they use much.

At Taffny è a small man that dares ride near
‘the Shore may water well.

At Saffi‘ a man may sell goods well, have
fresh water and victuals, but the Road is dangerous,
if the wind comes to the Southward of the South-
east, so that then they must put out, yet the Sea
will give them warning *of any foul weather; besides
the Castle cannot defend them, in which respects
they seldom stay though they stop there, and here
Ships may chance to take good purchase in the
Road, of English, Dutch, and French.

At Mogador è they sell goods well, and have
fresh victuals, but no water. On the Islands’
at the time of the year, there is great store of

1 MS Saly i

2 MS. Fidally. Sixty-five miles S.W. of Rabat.

3 ? Cape Tefelneh, west coast of Morocco, in 31° 6’ N.

4 MS. Saphie. West coast of Morocco, in 32° 19’ N.

5 ‘That is, the sea will come swelling in before the wind, as
at St. Saphie of any foule weather’ (Seaman’s Dictionary,
p- 211). ‘. . . out of which the ships that ride there put to
sea when they find, by the bellow of it, the wind likely to
endanger them witha westerly gale’ (Monson, Naval Tracts
(Ed. Oppenheim) iv. 407).

6 MS. Maggador. On the west coast of Morocco, about
thirty miles N. of Cape Tefelneh.

7 Canary Islands.

36 SIR HENRY MAINWARING

young hawks and pigeons, which they (33) use
to eat, and here they use much.

At Santa Cruz‘ they may water, wood, ballast,
have fresh victuals, sell their goods, and ride
safe under the Castle; the Road is very good
also, so that there they stay long and use much.

At Massa? 5 leagues to the Southward of
Santa Cruz they sell goods very well, and have
fresh victuals, and water, but they ride far off,
and the Road dangerous, so that they must be
beholding to the Moors for their necessaries ; 3
else they can do nothing, and this is the farthest
Southward that they use on the Barbary coast,
unless very rarely some go to Rio d’Oro* where
they can have nothing but water.

At the Desertas * by the Madeiras they water
and perchance get some Beeves there.

In the Canary Islands they may water at
Lanzarote ê and in the Calmes, but if they dis-

1 Agadir, Morocco, twenty-three miles S.E. of Cape Ghir.
Mainwaring records that at ‘Santa Cruz in Barbarie,’ the
‘ winde doth not blow home’ (Seaman’s Dictionary, p. 137).

2 MS. Missa.

3 *Nossaveries’ in MS. The copy Sloane MS. ro1o
has ‘ Nosaveries,’ and so has the Harleian transcript.

+ The seat of the Government of the Spanish possession
of Rio d’Oro.

5 MS. Dezarts. Thirty miles S.E. of Madeira.

¢ MS. Lancerot. On the 6th of September, 1617, Raleigh’s
fleet of 13 sail anchored off Lanzarote. They landed by night
in the hope of getting fresh provisions and water, but the
people, believing them to be Barbary pirates, killed 15, though
the governor himself knew that the ships were English. The
latter had informed Raleigh, that he should have nothing
but what he would get by the sword. Thereupon Raleigh
retired, but before leaving, his party tried once again to get
water in a remote part of the Island, with the result that
several of the men were ambushed (S.P. Dom., Jas. I., xciii.
134; xcv. 22; Edwardes, Raleigh, i. 604-8).

DISCOURSE ON PIRATES 37

patch not in one day there the islanders will
entrench themselves in the sand and cut them
off.

(34) At Lupo t they may get goats but nothing
else.

In the Western Islands? they may water, on
St. George’s,? on that side toward the Peak.*

At Flores,> round about the Island, they
may water, wood, and ballast, and the inhabitants
will not offer to molest them, but now they dare
not trade with Pirates as they were wont, by
reason that the Governor of the Terceiraes °
hath punished them severely for it ; yet at Corvo ’
they will trade by stealth, and there they use
very much.

On the bank® of Newfoundland they easily
get bread, wine, cider, and fish enough, with
all necessaries for shipping.

In Newfoundland, if they be of good force,
they will command all the land, in regard that
the Fishermen will not stand to each other, and
so may a small man fit himself in divers places
of the Land, where there be but a few small
Ships, yet there are not (35) many pretenders
thither, in regard that the course is very long,
and the wind so very apt to be betwixt the west
and north-west, that unless they come by the
middest of June, they may (if they be not well
fitted) be starved in the traverse.” It hath been

1 ? Lobos Island. 2 The Azores.
s San Jorge. 4 Pico Island: has a volcanic peak.
5 MS. Flowers. 6 MS. Tarceres; t.e. the Azores.

7 MS. Corves. Smallest of the Azores.

8 T.e. the great fishing Banks.

9° MS. Travas. ‘A Travers is the varietie or alteration
of the Shippes motion upon the shift of windes, within any
Horizontall plaine superficies, by the good collection of which

38 SIR HENRY MAINWARING

moved to the State many times to send Wafters *
to safeguard the Fishermen, but the best and
cheapest way were to command those of every
harbour to fortify the place, and to mount some
few ordnance, which might easily be done
amongst so many men, especially in the beginning
of the year when they have little or nothing to
do; yet I must confess that 2 or 3 Ships would
do much good, though they cannot absolutely
perform the service, in regard that the current
sets so strongly to the southward, and the wind
for the most part betwixt the west and north-
west, so that those that sail to the northward
shall be to windward, and besides there are so
many Ships coming and going that they shall
not know which to chase, and the fog so great
that they can have no long chase (36). In the
out Isles of Scotland? and in divers places of

Traverses the ship’s uniform motion or Corse is given’
(Davis, The Seaman’s Secrets, 1607 ; Hakluyt Soc. Reprint,
P- 240).

1 Convoys. Requests to send men-of-war to guard the
fishermen and convoy them home are frequently met with
in the State Papers. In May 1620 John Mason, governor
of Newfoundland, was granted a commission in the ship
Peter and Andrew, of London, 320 tons burthen, to press such
ships as were necessary for suppressing the pirates. Three years
later two men-of-war were sent out to convoy the fishing fleet
home. Lord Baltimore petitioned the King in 1628 that
two of the Royal fleet at least might be appointed to guard
the coast for the safety of thousands of British subjects.
These appeals generally met with little response, and in
1636 the merchants of the western ports of England were
petitioning Charles for protection for the 300 vessels that
were then on their way home from Newfoundland (Prowse,
108, 112; S.P. Colonial, vol. i. p. 93; Weymouth Charters,
1883, P. 178).

2 On account of the alarm occasioned by the presence of
pirates on the coast of Scotland, two ships under the command
of Sir William Monson were despatched there in 1614. When

DISCOURSE ON PIRATES 39

the Main, they may trim well and in the Isles
have any provision they have; but because we
have little trade into those places, there be few
that know them, and so for want of Pilots they
seldom come thither.

Within St. George’s Channel at Milford and
the coast of Wales, they may trim, but because
the coast and Channel are dangerous and that

‘for the most part one of your Highness’ ships

is either at Milford or at Dublin, they use seldom
thither unless it be some small nimble Ship.

I never was at Iceland: or Friesland, and
therefore can say nothing on my own knowledge
what they may there do; yet I have heard and
judee 10 may be true, that there amongst the
Fishermen, they may fit themselves with men
and victuals. Yet this I know by experience of
divers that I have met, who have been there,
and by the necessity of their voyage, that all
those that (37) go for Iceland or Friesland must
and do stop in Ireland, as they go back for the
coast of Spain, to make clean their ships, and
this place have I reserved for the last, in regard
that it is most frequented by them, and there-
fore of most importance to be remembered, where
besides that they have all commodities and
conveniences that all other places do afford them,

Sir William arrived at Caithness, he found that their number
had dwindled from twenty to two. One, when admonished
on the wickedness of his course, surrendered, and the other,
Monson recorded, had been ‘ not long before my boatswain’s
mate in the Narrow Seas.’ Piracy was more remunerative
than service in the King’s ships, and Clarke, for such was
the pirate’s name, had the day previous to Monson’s arrival
been ‘ friendly entertained ’ by the Earl of Caithness, as that
nobleman’s ‘ house and tenants lay open to his spoil’ (Naval
iaacts, NRS- Xii 57):
ı MS. Island.

40 SIR HENRY MAINWARING

they have also good store of English, Scottish,
and Irish wenches which resort unto them, and
these are strong attractors to draw the common
sort of them thither. I omit Rat Isle,’ Belle
Isle,? and divers places on the Coast of Brittany,
because they are seldom frequented, and my
purpose (for brevity sake) is to speak of the most
important and the most used.

Cap. V.

These things being thus known, it remains
now to consider of a remedy for all these enormities,
and which (38) may be the best way so to handle
the matter that those which are now out may
be cut off, and those that are not yet may be
prevented, which were both an honourable thing
for the State, an acceptable thing to God, and a
great benefit to all Christian Merchants.

First then to prevent their beginning, your
Highness may do well to give special command
to all officers of all Ports within your Highness’
Dominions to enquire of the behaviour of such
Seafaring men as are there, and especially of
such as have been Pirates, and to have such as
live dissolutely without seeking honest employ-
ments put in good security for their behaviour,
or to be imprisoned. And in Ireland, because
there is little or no shipping belonging to the
Country, to command strictly that no sea-
faring man, especially that hath been a Pirate,
shall come within I0 or 12 miles of the sea coast.

1? Rhé. Captain John Smith writes: ‘ We arrived at
Gulion not far from Rochelle . . . afterwards I put adrift
for Rat Isle’ (General Historie, 16109, ii. 211-2).

2 MS, Belk Me: * MS. Brittaine.

DISCOURSE ON PIRATES 4I

I know that there is such an order already,! and
it is reasonable well observed in the South (39)
Coast, yet not so well (as I have heard) but that
some have lately run away with Ships from thence,
and in the West and North-west on my knowledge
it hath not been, nor is not so; but me thinketh
the best and surest way, and that which might
much advance the wealth and glory of our State,
were to devise some more universal employment
than now we have, by which men of that spirit
might not complain, as they now do, that they
are forced for lack of convenient employment
to enter into such unlawful courses. The proof
of this is plain, for since your Highness’ reign
there have been more Pirates by ten for one,
than were in the whole reign of the last Queen.”

There being now no voyage to speak of but
Newfoundland, which they hold too toilsome,
that of Newcastle which many hold too base,
and the East Indies which most hold dangerous
and tedious, and for your Highness’ Ships the
entertainment is so small, and the pay so bad
that they hold it a kind of slavery to serve in
them.’ I speak (40) of the private sailor not the
officer. In this I must say to myself Ne sutor
ultra Crepidam,* and leave the project to your
Highness’ singular judgment, only I will remember

1 In 1612 an Act was passed for punishing pirates and
robbers of the sea; and in October 1614 a further Act was
passed for the suppression of pirates on the Irish coasts
(Statutes Ireland, i. pp. 435-6 ; S.P. Ireland, 1611-14, pref. lxxi).

2 Piracy was almost a recognized profession in the reign
of Elizabeth. In 1563 there were 400 known pirates in the
four seas (Admin. of R.N., Oppenheim, p. 177).

3 Sir Walter Raleigh wrote that men ‘ went with as great
a grudging to serve in his Majesty’s ships as if it were to
be slaves in the galleys’ (Oppenheim, p. 187).

* ‘Let not the cobbler judge beyond his last.’

42 SIR HENRY MAINWARING

this, that it is an ill policy, which provides more
for punishing than preventing of offenders.

Next, to take away their hopes and encourage-
ments, your Highness must put on a constant
immutable resolution never to grant any Pardon,
and for those that are or may be taken, to put
them all to death, or make slaves of them, for
if your Highness should ask me when those
men would leave offending I might answer, as a
wise Favourite did the late Queen, demanding
when he would leave begging, he answered, when
she would leave giving; so say I, when your
Highness leaves Pardoning. And in the little
observation I could make in my small travels,
I have noted those Countries best governed,
where the Laws are most severely executed ;
as for instance in Tunis, where no offence is
ever remitted, but strictly punished according
(41) to their customs and Laws. In 5 months
together when I was coming and going I never
heard of Murder, Robbery, or private Quarrel.
Nay a Christian, which is more than he can
warrant himself in any part of Christendom, may
on my knowledge travel 150 miles into the
country, though he carry good store of money,
and himself alone, and none will molest him.
So likewise, in my Commonwealth of most un-
civil and barbarous seamen (the common sort
of seamen I mean), that are of all men the most
uncivil and barbarous, I could never have sub-
sisted as I did, if I had ever pardoned any notorious

1 Obviously in reference to Raleigh. The story as told
by Oldys is to the effect that Raleigh one day approached
the Queen, telling her that he had a favour to beg. ‘ When,
Sir Walter,’ said she, ‘ will you cease to be a beggar?’ To
which he replied, ‘ When your gracious Majesty ceases to be
a benefactor’ (Raleigh Wks., 1829, i. 142).

DISCOURSE ON PIRATES 43

offence, though committed by my truest followers,
by which constant severity I kept them all in
a short time in so good obedience, and con-
formity, that for few years I never had any out-
rageous offence, but had them all aboard my
ships in as good civility and order, as it could
not have been much better in a Civil state; ! for
questionless, as fear of punishment makes men
doubtful to offend, so the hope of being pardoned
makes them the apter to err.

To cut them off at sea, such ships must be
employed as are proper for the business, that is
floaty ships,? good sailors, the less remarkable
by painting? the better, and of reasonable good
force (42) in regard that the Turks of Algiers go
in fleets some 8 or g sail together with 20 or 30
pieces of ordnance each of them. I am verily
persuaded that some of your Majesty’s ships,
and some small advisers, that went with sail
and oars, being employed to those places where
they resort, might cut off most of them in a
short time. And if your Highness thought fit
to sell the Turks of Algiers and Tunis (that they
might take) into Spain, being worth £30 to be

1 In T. Heywood and W. Rowley’s Fortune by Land and
Sea, one of the characters, Purser the Pirate, says :—

Tho’ outlaws, we keep laws amongst ourselves :
Else we could have no certain government
(Act IV Se. i.).

2 “A floaty ship is a ship which draws but little water ’
(Seaman’s Dictionary, p. 149).

* This was characteristic of the age. The Prince Royal,
built in 1610, had £868 expended on her for painting and
gilding (Oppenheim, p. 205).

4 J.e. dispatch or advice boats: a small fast sailing
vessel, employed to carry intelligence. Admiral Smyth
states (Sailors Word Book) that they were first used in 1692,
but there is evidence of their use at a much earlier period.

44 SIR HENRY MAINWARING

sold one with another; as also by purchase they
may chance to find in them, I think by proba-
bility, it might more than quit the charge. And
then the chief care must be to employ such
Commanders as know how to work and command
like a man-of-war, where to find, how to draw
himself to them, as also have a Commission
joined with a ready wit and judgment, to do
sometimes that upon the occasion for which he
can have no direction or rule, which thing is
only mastered by experience, particular use,
and knowledge of these things by the Com-
mander, wherein it will be necessary to consider
what the Spaniard means when he says Quien
ha de inganar uno Diabolo es menester que sea
dos.? The want whereof I take to be the chiefest
reason that (43) neither the King of Spain’s,
nor the Hollanders’, nor indeed any men-of-war
that have been set out by the Christian Princes,
have done any service toward the cutting them
off.

I speak not of your Highness’ Ships, because
I think they have not of late been much employed
to that purpose.* Or at least the Commanders

1 On the rgth of April, 1618, the Venetian Ambassador,
Contarini, wrote that there had arrived in England a ‘ certain
individual ’ who had surveyed the fortress of Algiers. He
reported that it would be easy to surprise the place and
burn the ships. The people of Barbary, hearing of this,
mustered 30,000 soldiers, with 80 vessels, to defend the
place. In 1620 two English cavaliers went to Tunis and
Algiers disguised as merchants, and contrived to bring
back plans of the forts and harbours (S.P. Venice, 1617-109,
Pp. 230; I6I9-21, pref. ly).

2 “He who would cheat a devil needs himself to be two
devils in one.’

3 Sir William Monson in 1617, giving evidence before
the Lords of the Council regarding the pirates of Algiers, was

DISCOURSE ON PIRATES 45

have been so limited by their Commission, that
they could not do what their own judgment
would advise them to. I cannot say to the glory
of our Nation, nor your Highness’ particular
comfort and assurance, that we have many
such, although there be some, whose eminent,
long, and faithful service to the late Queen, as
also to your Highness, makes them as plainly
to be deciphered as if I should name them ; yet
to avoid the displeasure of those, who though
they may not be worthy, yet will think them-
selves injured to be left out of a particular
calendar, I leave them to your Highness to
guess at, and to esteem as so many diamonds

of the opinion, that as the suppression of them was likely to
be the work of years, all the maritime towns of Europe should
contribute towards the charge. Spain and Holland should
combine with England in the effort, and any Turks or Moors
that were taken should be sold for slaves. The ships, he
stated, should be between 250 and 300 tons each, with the
exception of the King’s ships. The fleet should be well
provided with muskets and ammunition, especially chain-
shot. The chiefest care, in Monson’s opinion, was to keep
the voyage secret, the captains not to know of their destina-
tion till they were at sea. The place of rendezvous for the
combined fleets was to be the Isles of Bayon (t.e. Cies Islands
off Vigo), they being most convenient for all squadrons to
meet at without suspicion. The time of the year in which
the expedition should start was in August or September,
for in those months the Turks were usually at sea (Naval
Tracts, N.R.S., vol. xliii. pp. 79-85). Towards the end
of 1620 James dispatched a fleet consisting of eighteen
ships, under the command of Sir Robert Mansell, to Algiers,
but, with the exception of obtaining the release of forty
English captives, nothing was effected.

1 A copy of Mansell’s instructions in 1620 has recently
been brought to light. He was informed that his mission
was to extirpate pirates, but on no account was he to attempt
any hostile act against Algiers, ‘for fear of its strength and

the Grand Signior’s Amity ’ (Corbett, England in the Mediter-
ranean, i. I15).

46 SIR HENRY MAINWARING

in your royal Crown.! And yet I think there
may be many found able to command a private
Ship, in company of a General, betwixt which
and the (44) Commanding of an Armado and
fleet, both for the discretion and judgment, to
manage, handle, content, and command the Com-
pany, both in fear and love (without which no
Commander is absolute) as also in the particular
disposing and ordering of his Ships in fight,
[there is as much difference as is (beri
hunting with a Lime-hound? in a string, and
a kennel of dogs that run loose, as is betwixt
a single combat, and a battle of two Armies.
I doubt not but in this case your Highness doth
and will imitate the policy of the wisest Princes,
such as your Highness, who do make of peace
but a storehouse of war.

Lastly for the disappointing of them in
Ireland, which I hold the most material of all;
being that this is as the great earth for foxes,
which being stopped, they are easily hunted
to death, and for their best succour Gan Duk
hide themselves in cunny-holes, whence they
are easily digged out. And as cunnies* may
be easily destroyed, where they have no holes to
hide themselves in, so I verily think that if they
were (45) once debarred Ireland, they might
easily be confounded, and without further trouble
would end Per simplicem desinentiam.t To this
purpose your Highness must allow one good

1 Probably meaning Sir William Monson, Sir Robert
Mansell, the Earl of Nottingham, and Lord Thomas Howard,
Earl of Suffolk.

2 Bloodhound. 3 Rabbits.

+ By merely ceasing to exist.

DISCOURSE ON PIRATES 47

Ship for the South coast, that must continually
keep the Sea, not coming into Harbour, but to
trim or victual; which must lie South of Cape
Clearit betwixt 20 and 30 leagues, for they
that come from the South do ever make that
Cape for their landfall if they can. To which
Ship must belong a nimble Pinnace, such as a
Penecho Carvel,? which may with sail and oars
quickly turn to windward, and this must still
be in Harbour, till she hear of any Pirates, and
then having directions where to find the great
Sip, to advertiize hers In the same manner
must be provided for the West and North-west,
where must be two such, the one lying off Black
Rock 4 or betwixt that and Tillen-head-land-to,®
or not so far, for here they keep close aboard
the shore, coming or going, unless it be like to
grow a storm and then they hale further off.
These ships would (46) quickly upon any notice
be with the North Coast, so that I think these
would serve for both those Quarters. I omit to
speak of fortifying of Harbours there (which
would put all out of question), both because of

1 The most southern headland of Ireland.

2 A carvel was the name given, from the fifteenth to the
seventeenth centuries, to a somewhat small lateen-rigged vessel,
chiefly used by the Spaniards and Portuguese. A Penecho
carvel took its name from Peniche, aseaport twenty miles south
of Lisbon. The carvels of Peniche used to resort to the
Burlings to fish ; they were excellent sailing vessels, and we
are informed that ‘there were few ships but they could fetch
up, and then keep sight of them both night and day ’ (Monson,
Naval Tracts in Churchill, iii. 199).

3 I.e. advise. 4 An island off coast of Co. Mayo.

5 Malinmore or Teelin Head, the most western point of
Donegal. In Seward’s Topog. Hibernica, 1795, it is spelt
Tiellen-Head.

48 SIR HENRY MAINWARING

the great charge, as also that for other reasons
of State, it may be held both inconvenient and
dangerous. Further there must be a strict
course, and duly executed, that no Vice-Admiral,
or other, be suffered to speak with any of the
Pirates, but to forfeit either life or goods, for so
long as they have any communication with
them, so long will there be indirect dealing and
relieving of them.

And to conclude, neither the Deputy, nor
any other Presidents, must have power to protect
though it be but for one hour: For by reason
the Country be enriched very much by Pirates
where they come, the Presidents of every place
may be willing to protect and use them with all
respect they may conveniently, to draw them
to their quarters. All which is done under
colour of sending to the State, to know if they
shall be (47) pardoned or not. In the meantime
they trim their Ships, spend their money, are
well refreshed, and almost weary of the shore, so
that Pardon or no Pardon they must of necessity
go to Sea again, and of this there is daily experi-
ence. These things being strictly commanded by
your Highness, and duly and honestly observed
by the Officers, will questionless be an infallible
way to destroy all that are out, and so dishearten
all that have any pretence that way that within
a short time there will not be one English Pirate,
nor any have encouragement to enter into it
again; which though it may be some charge to
your Highness, yet will the honour which your

1 Sir Richard Moryson wrote in 1620 that it was impossible
to prevent the relief of pirates on the West coast of Ireland,
contrary commissions being issued daily. When he intended
to prosecute the pirates, he stated, others had authority to
parley and protect them (S.P. Ireland, 1615-25, p. 302).

DESCOURSE ON PIRATES 49

Majesty shall gain thereby, with the benefit to
all Christendom, much preponderate the pressure
of the expense.

In which business, if it be worth your
Majesty’s consideration I say no more but this,
Delibera lente, quod decreveris constanter urge.)

(48) My humble suit? now unto your High-
ness is, that if there be anything remembered
here that may serve to inform your Majesty in
the course of these affairs as they may not be
taken as a particular information against any,
toni l protest on my allegiance I aim at no
particular ends but merely to serve your High-
ness and freely to tell the truth, which I humbly
desire may serve to advise your Highness here-
after, and not as an occasion to call anything
past in question.

1 Be slow in council, swift and determined in action.
2 MS. Sewte.

II. E

A SHORT DISCOURSE OR PROPOSI-
_TION CONCERNING THE FRENCH
_ FISHING UPON THE SOWE

A SHORT DISCOURSE, OR PROPOSITION,
CONCERNING THE FRENCH FISHING
UPON THE SOWE, THEIR ABUSING IT
AND THE REMEDY.:

Mo the Kight Honourable Sir John Coke,
Kanea Etmemmal Secretary of State to his
Majesty of Great Britain.

RIGHT HONOURABLE,—-Your singular virtue,
and prominent care and judgment in all things
concerning Government of the State, more par-
ticularly in affairs of the Sea, which tends to the
King’s present safety and honour, do properly,
and as it were naturally draw the direction of this
discourse unto you. And your honourable favours,
wherewith you have obliged me to honour and
serve you, merit more and greater acknowledge-
ments than can be exprest by me in presenting
it unto you. Were it better, I should with more
confidence and cheer deliver it to your Honour,
being conscious that wherein I could best serve
you I should most delight myself.

The matter and subject of it I dare assure
your Honour is good, and worthy consideration ;

Som Chas ils clxxx. 96 [1630 7). `

2 Sir John Coke, born 1563. In 1618 he was appointed
one of the Commissioners of the Navy, and the reform of
the naval administration was mainly due to him. Between
1621-28 he sat several times in Parliament. In 1625 he
was made one of the principal Secretaries of State.

53

54 SIR HENRY MAINWARING

though by my disability to clothe it better, I pre-
sent it in rags: an imperfection I presume your
Honour will easily dispense withal at my hands,
knowing that my profession is rather action,
than expression. The abuses and complaints,
herein’ expressed are Catholic fhe Temedy
Orthodox, such is my faith to God and belief
in your Honour’s noble inclination toward me,
that I shall not only endeavour, but struggle
and strive to apprehend any occasion whereby
I may manifest to the world that I am in all
duty and affection,

Your Honour’s humble servant,
H. MAINWARING.

The State of the Proposition, and the manner of
the Frenchmen’s fishing upon the Sowe.

There is a bank, or fishing ground called the
Sowe,! which lies betwixt Rye? and Dieppe,? the
outwardmost part whereof is near one third over
the sea, this Sowe, which they call the Smooth
Sowe, is three leagues long, and three broad,
depth 26 and 28 fathoms ; the French make it
10 leagues for they fish till they bring Beachy
N., Fairlight W.N.W., and fish in 30 fathom; the
Smooth Sowe (which now particularly they call
ours) bring Fairlight N.W. till Fairlight N.4

1 MS. Zowe. Monson speaks of the Sowe as being ‘a
rocky ground a league and more in length, and six leagues
south > at sea to Rye’ (Naval Tracts (Ed. Oppenheim)
Vv. 274).

2 MS. Rey. ° MS. Deepe.

+ MS. Fayre Lee. Fairlight near Hastings. In Norden’s
Map, 1616, it figures as Fayrleigh. On May 3, 1609, Sir G.
Newman, Judge of the Admiralty Court of the Cinque Ports,

D

DISCOURSE ON SOWE FISHERY 55

This Sowe is as a Park in the Sea, for it is
encompassed with rocks, as they find by their
sounding, and is the choice nursery for Turbots,
Halibuts, Pearls, Sole, Weavers, Gurnards, etc.
that lies near these parts to supply his Majesty
and the court with principal fish as also the City
of London and the adjacent country.?

There is no ground betwixt that and the coast
of France where they have of these sorts of fish,

wrote to the Mayor and Jurates of Rye: ‘The French
confesse the Sowe to be the King’s wholly and promise never
to use it more without leave, but when it cometh to be
questioned where the Sowe lyeth and how much it conteyneth
they allow usa peece of the sea about five miles from our
shore and in length and breadth about some seaven miles,
which as you know is not nigh the Sowe by many leagues
. . . For that parte which you accompte the Sowe they terme
it the Vergoye and the Aleppo and soe with strange names
they intend to put us quite besydes the Sowe.’ Newman
then instructs the Mayor to send ten of the oldest fishermen
of Rye to measure the Sowe:—‘ They must observe,’ he
writes, ‘for the length from east to west, right over to what
parte of Fraunce the east end lyeth and to what parte of
England ; soe likewise right over to what part of France the
west end lyeth and soe to England. Then for the breadth,
to what part of Fraunce the nighest part of the Broadsmoth
or the Sowe lyeth and how nigh to that coast; then must
they as nigh as they can gesse and observe the juste length
of the Sowe from east to west and the juste breadth from
south-east to north-west. This being done, they must come
up hyther when I send for them to depose this upon theyr
oathes, and soe I doubt not to procure an order for per-
petuall quitnes by the honorable Commissioners that it
shall remaine without question herafter’ (Rye MSS., Hist.
MSS. Com. XIII. iv.-143-4).

Zi, e: BoU

2 “The towne of Rye hath binn of soe greate consequence
to this State that it hath supplied his Majesty’s howse and
this parte of the kingdome with more plenty and store of
fish then any two townes of England’ (Rye MSS., Hist.
MSS. Com, XIII. iv, 167).

56 SIR HENRY MAINWARING

only Plaice and some Whitings, and therefore
the French Kings time out of mind have by way
of request obtained from the Kings of England
leave to have some certain boats allowed them
to fish for their own diet and the Court.

All Queen Elizabeth’s time they could never
obtain license for more than 4 boats.

In King James’s (who did not much love fish)
they got leave for 9 to serve the court, 4 for the
Duchess of Guise, and x for the Governor of
Dieppe.

These boats and their Masters are chosen by
the Governor of Dieppe who sends them over
to the Lord Warden of the Cinque Ports or his
Lieutenant to receive License from him, and to
enter their Licenses? in the Clerk's Office {pre-
tending that no other ought to fish) and also to
have their nets viewed to be of lawful scale, viz.
5 inches, and so those nets to be sealed, and they
enjoined to fish with no other nets; and these
licenses they must renew yearly, for the which they
pay three crowns a piece to the Lord Warden’s
secretary, and one to the Clerk of Dover Castle.

These boats, in regard that the Fasts in France
fall not out even with ours, as also out of especial
respect to have the French King furnished, have
leave to fish in season, and out of season.? That

1 On the 5th of December, 1625, license was granted to
nine fishermen of Dieppe, for the French King’s service, and
to four of Treport for the Duchess of Guise (S.P. Dom.
DXXII. 58). A certain number of licenses were also granted
in Cromwell’s time, which were renewed at the conclusion of
the first Dutch war (Fulton, Sovereignty of the Sea, p. 440).

2 One of these licenses is printed im extenso in Fulton,
Sovereignty of the Sea, p. 749.

3 “And whereas liberty is given to the French to begin
their fishing the fourteenth day of February, which is one
month before the time limited by the constitutions, because

DISCOURSE ON SOWE FISHERY 57

is, that whereas our English fishers are limited
from the 15th of March until Bartholomew Day
to fish with Trammels, and after that all the
winter (which is the best time for Trammelling)
till next March to fish with lines, and at no
time te ten im the night, that the fish may
have time to feed and rest, the French that
are licensed do tramel all the winter, and in
the night by allowance.

These boats of Dieppe make two Seaings,? as the
fishermen term it (that is two sea voyages) every
week ; come from Dieppe Sunday night, and return
a Wednesday, for Friday and Saturday at Paris, if
possibly the wind and weather give them leave.

The Inconveniences of these Licenses, Abuses of the
French by colour of them, and prejudice to our
State.

I. Under the colour of these 14 Boats so
licensed, as many more do fish, for every Boat
hath one other to attend her, that as one goes

that their Lent falleth out commonly before ours, therefore
because I will have them enjoy no privilege whereof you
shall not partake I am well content that you begin your
fishing at the same time.’ Feb. 8, 1609-10. The Earl of
Northampton to Mayor etc. of Rye (Hist. MSS. Com. XIII.
iv. 144).

1 The fisherfolk of Rye sometimes evaded these restric-
tions, and in 1602 several of them were convicted of having
‘offended in fyshing with netts insufficient, and of unlawfull
scale, and at prohibited tymes and seasons, especially con-
trary to the lawes, in the night season, whereby the fysh,
disquieted and wanting naturall rest, doe become both leane
unserviceable and not so well bayted asin former tymes.’
They were each fined Ios., and charged not to offend again,
or they would answer to the same ‘at ther uttermost perills’
(Hist. MSS. Com. XIII. iv. 124).

2 MS. Seeinges.

58 - SIR HENRY MAINWARING

in, the other stays out and takes the License, so
one License serves for two Boats.

2. By reason that so many (or indeed any)
French Boats are allowed, there come (conceiving
they cannot be discovered, or distinguished by
the English from the Licensed Boats) about 40
or 50 at a time from Treport which lies 12 miles
E. from Dieppe, and Saint. Valery which lieth
I2 miles S. and some other places upon the land,
which for want of harbour do launch their boats
off the land.

3. These Boats carry unlawful nets of 3 Inch
24 Mesh by reason whereof, their number which
over lay the ground, and their unreasonable
fishing, the fish have no time to feed and grow.
And the Taties? (that is stones that are a fist
or more of bigness, whereon grows a little weed
like a teat, which is full of very sweet water which
the fish suck) all torn up, whereon the fish feed and
spawn. And also they take all unserviceable
fish, viz. small Soles; Turbots, etc; which) they
throw to their hogs (as hath been seen by whole
bushels full).

4. The fish being destroyed by these means,
his Majesty, the Court, City, and Country® are

1 Depositions of William Palmer of Rye, fisherman, that
on the gth of February, 1605, ‘at a place called the Sowe,
he came upon about five or six and thirty sail of French
fishermen’ (Hist. MSS. Com. XIII. iv. 131).

2 This word is not in the Oxford English Dictionary.

3 By an ancient custom it was enacted that the Lord
Warden of the Cinque Ports should have ‘ the choyse of the
third fishe for his household provision.’ This seems to have
been neglected during the early part of the seventeenth cen-
tury, and on February 15, 1622-3, the Lord Warden had
cause to complain of this. ‘ I shall not looke back to neglects
past,’ he wrote, ‘ yet I shall from henceforth expect a refor-
mation, and to that end I hereby will and requyre you to

DISCOURSE ON SOWE FISHERY 59

ill-supplied, and though fasting-days as appeareth
by his Majesty’s late proclamation, are like to
be kept strict, yet fish is like to be scarcer, and
dearer, and the King of France as well as we
worse served. Although ’tis true, that by this
means our fish is more plentiful there than here,
where the species of some, viz. Gurnards is
scarce now known or remembered, yet at Dieppe
one boat brought in a 100 this winter at one time.

5. By reason that Fish is grown so scarce
and the grounds destroyed, the Town of Rye an
ancient Port Town (which did chiefly subsist and
flourish by fishing) is grown to great decay, and
the Navigation almost laid down. Houses fall
now; nay, they pull them down for want of
Tenants. Whereas, in former times they had 40

cause and commaund the fishermen of your towne to deliver

. such a proportion of fishe as hath bene used and att
such reasonable rates as you shall thinke fitt’ (Hist. MSS.
Com, SUT iv. TOT)!

1 In 1618 a petition was presented to the Lord Warden
by the Mayor and Jurats of Rye, in which they stated that
“whereas we have hitherto been, by reason of a harbour,
in some trade and commerce by sea, enabled to bear about
the charge and maintenance of this towne; but now is our
harbour so decayed that all trade hath forsaken us, and
besides the important charge in defending the rage of the
sea from eating up our ways to the town, and maintaining
the jetties and places of refuge for our few fisher boats yet
remaining, with the extreme poverty of our fishermen,
who, by reason of the great spoil of fish, and fishing places
so decayed, that thousands of them are ready to beg and
starve for want; and many of them forsaking the town,
have left their wives and children to parish charge’
(Holloway, Hist. of Rye, pp. 337-8).

2 In 1608 it was reported that the houses in Rye were
“so meanly rented, and so many standing empty, that
it seemeth a thing impossible to levy upon the saide cor-
poration’ a proportionable sum of money for repairing of
the harbour (Hist. MSS. Com. XIII. iv. 141).

60 SIR HENRY MAINWARING

or 50 Trammels, Hookers, and Harbourmen,
now they have but 6 or 7. Whereas there was
500 seamen of the Train band, there is now few
more then 100.

6. Our English being disheartened, the French
do in a manner engross the whole fishing, for
they are prohibited, and the fish as it were pre-
served for the French, whereby they increase their
navigation ; enrich their Subjects with our trade,
which I know cannot quadrate with reason of
State, especially at these times.

The way to redress these abuses, with the objections
against this Reformation, and their Answers.

By reason of continual exclamations against
the French, there have been many fruitless ways
proposed for Reformation, but I conceive there
is no other means, or course, to be used for re-
dressing these extreme abuses but this. Whereas
his Majesty doth give license to the French to
serve the King and Court (as that is the pretence
and ground of his request) his Majesty being
moved by these inconveniences, which do and
necessarily will follow these Licenses to the French,
will now appoint so many boats of his own Sub-
jects which shall wholly attend the French King’s
service.

No question but the French King, knowing
what a sensible great benefit his subjects receive
by this fishing, will oppose it, but with other
pretences than those which truly move him, or
his Ministers.

I: First, he may pretend that the English
will not serve him with that care and diligence
to observe his seasons, as his own subjects.

I answer first, that those who shall be ap-

DISCOURSPH ON SOWE FISHERY 61

pointed for that service, shall put in security to
perform and solely attend the French King’s
service, yet there needs not any doubt of that,
for the profit is so much greater than here in
England, that there needs no other obligation
to bind them to it; the fish being # dearer there,
viz: a dozen of Thornback ? 3s. at Rye, at Dieppe
12s. A turne of Soles 3s., at Dieppe Ios. ; besides
the profit is many times so exceeding great, that
in one voyage one boat hath made £100 of Weavers
only.

2. Some favourers of the French may object,
and express, that the King may keep a pinnace
or two there to suppress and prevent these ex-
orbitant fishermen, and to regulate them, and
that this is proper for him being Lord of the
Narrow Seas.”

I answer, that it is very unproper that the
King’s voluntary courtesy to another Prince, should
draw a necessary charge upon himself, and far
more becoming his wisdom Que necessitate evene-
vant in virtutem vertere® to make this use of the
necessity that they impose upon his Majesty to
bring them into better order, rather wholly to
suppress them, than reform them, especially it
being more beneficial, and much easier.

3. It may be objected that without any other
course, the Reyers may prevent these abuses by

1 The common ray or skate.

2 In 1608 the Mayor and Jurates of Rye wrote to the
Lieutenant of Dover Castle requesting him to use his ‘ good
meanes unto our most honorable Lord Warden, that a pynnys
of his Highnes may be graunted to come and lye in the
harbor of Rye this present fishyinge season, to goe to sea, at
tyme convenient, with our fysherboates’ (Hist. MSS. Com.
XIII. iv. 137).

* To turn to good account what had happened through
force of circumstances.

62 SIR HENRY MAINWARING

taking the offenders whose confiscated goods may
for recompense be converted to their benefit, as
they were when I was Lieutenant under my Lord
Zouch then Lord Warden.

I answer, that ’tis true the Reyers did surprise
some 6 or 8 boats by order from me, but after that
the French came so strong, that our men had
much ado to save themselves, and in conclusion
like overmatched Cocks turned cravens and ran
out of the Pit, for by reason of these Licenses the
French are so increased, and we so decayed,
that they have from one place or other 8 or 10
boats for one, and so great, that whereas our men
fish with 9 or ro men and a boy, they have 20.1
In brief our men are so few, and out of heart, the
French so many and so galliard,? that there can
be nothing expected from them without first the
Reformation I pretend be established.* For the
present the case stands thus betwixt them, that
if the French can in modesty, or discretion, for-
bear laughing at our men, yet they, our men,
cannot forbear mourning and repining at them,
to see their bread, as it were, taken out of their
mouths.

1 The Mayor in 1608 wrote that the Rye fishermen feared
attacks from the French fishermen who ‘ fysshe for herrings
and coddes in great barkes, and our men fysshinge by them
in small boates, they may spoyle their nettes by ronninge over
them ’ (Hist. MSS. Com. XIII. iv. 139). * Valiant.

3 In 1608 it was stated that the fishermen of Rye ‘ doe
thinke themselves altogether unable (without the helpe
of a pynnys of his Majesty’s to be aydinge and assistinge
unto theire boates, at the sea) to suppresse and repell the
force of the French fysher boates by reason that they are
soe many in nomber and so strongly prepared, armed, and
violently beat to defend their unlawfull proceedings .
they (the Rye fishermen) shall not be able to abide the seas
in their lawfull fishinge without great danger of bloodshede ’
(Hist. MSS. Com. XIII. iv. 137).

DISCOURSE ON SOWE FISHERY 63

4. But why should not the Governor of Dieppe
(who chiefly doth interest himself in the behalf
of the King) either use means to prohibit all those
that fish without License (since their fishing is in
part prejudicial to himself and the Boats licensed),
or else forbear the charge and trouble of obtaining
Licenses and fish freely as others do ?

For answer to the first part, the Governor of
Dieppe pretending great sincerity and care that
the fishing should not be abused by any unlicensed
French, hath made complaints of those of Tre-
port and Saint Valery, which Re vera is pro inter-
esse proprio, that his care concerning his own
town boats may be the less doubted, and also
really desire the suppressing of the other, which
are prejudicial to his particular. But he hath no
power to suppress them, being out of his jurisdic-
tion, and for the King to suppress them is not
to be expected, it being against the general good
of his Subjects:

As for the second part to fish here without any
License (the ground being undoubtedly appro-
priated to the King of England by the affinity of
it to his coast) were such an apparent insolency,
and so uncompatible for his Greatness and
Majesty to endure an entertainer with him, that
the King of France (well knowing how much the
honour and right of our King will preponder at
the pressure of any affinity or Alliance) will for
his own ease and benefit make use of this Arma
tenenti omnia dat qui justa negat and take
licenses and use them like dark lanterns, which
though one man carry, yet many may see by
that light to follow in the dark unseen.

1 In reality he is looking after his own interests.
* Lucan, Phars. i. 348. To him who comes in arms, He
all things gives who justice would refuse.

64 SIR HENRY MAINWARING

5. It may be the King of France will undertake
himself to redress all these abuses occasioned by
his Subjects and therefore desire that the licensed
Boats may continue as they do.

I answer if his real intent be only to be served
with fish, then, grant the English can fish as well
as the French (as there is no doubt), the King
shall be served as he is now. But if under that
colour, he desire to enrich his Subjects, to increase
and strengthen his Navigation by impoverishing
and weakening ours, I think the Law of Nature
and reason of State will advise and oblige our
King to prefer and preserve his own strength, and
people, and quantum in se est,’ to prevent such
intentions, especially now the French begin to
talk of Mare Liberum. Next if the Law of Nature
and Nations agree in this rule, that no man must
uti suo ut alieno noceat? ; a fortiori why should
the King of France uti alieno ut sibi et alieno
noceat*? And for him to refuse, or dislike to be
served by the King of England’s subjects, when
he receives this grace and benefit by the King’s
free grant, is as unreasonable as if I should lend
one my horse, who should deny me to see him
shod and saddled to my content that he may
neither be foundered nor galled, but the better
able to carry him his journey and do me service
afterwards. And I should conceive by this nice-
ness of the French King he should only present
a looking glass to our Sovereign wherein to see
what care he ought to take of his own and his
Subjects’ Boats.

ı So far as in him lies.

2 Make use of his own property in such a way as to
injure other people’s.

* Make use of other people’s property in such a way as
to injure both that and himself.

WISCUU ROE ON SOWE FISHERY 65

But the chiefest mover and stirrer in this
business will be the Governor of Dieppe, though
as I suppose in the King’s name, in regard he gains
near 2000 crowns a year by these Boats, as I have
been credibly informed by the fishermen them-
selves. How unconsiderable he is in a business
of this nature is so obvious to every man’s judg-
ment that I afford no other answer. So that
having now by way of objections proposed such
other ways as may be conceived for the rectifying
of this fishing, and finding none of them sufficient
or convenient for our State, I conclude as I began
this point, that there is no other course, but to
have the English appointed for the French King’s
service.

The Benefits which will arise to this Kingdom by
this way of Reformation.

i toe Bont and) Town of Kye will again
flourish and be repopulated.

2. Seamen, Shipping, and divers crafts be-
longing to them will be increased and maintained.

3. The Company of Fishmongers (who now
complain of want) will be enriched.

Hey te merease of ish, the Court, City,
and Country more plentifully served, and at
better rates, and the King of France also.

5. We shall return the French monies into
this Kingdom for our Fish, which now they have
for nothing.

6. There being no Frenchman allowed to fish
here, those of Treport, Saint Valery, etc., have no
colour to come, or if they do, the English will
be so many and so frequent there, that they will

1 MS. Culler.

1s F

66 SIR HENRY MAINWARING

easily be intercepted, and being taken, con-
fiscated, as I did 6 or 8 when I was Lieutenant
of Dover Castle.

7. It is a benefit to our State in this kind, not
to benefit the French at all (I mean not to deny
the King fish but the manner of his fishing).

Machiavelli (who though a knave in religion,
yet no fool in State affairs) in his book de Prin-
cipe makes it a maxim fra gli Principi ben se puo
fare lo Parentado la amicitia mai,’ then where
there is such uncertainty of friendship (as late
experience manifested) what greater care is there
for Princes, than relatively by being enjealoused
to enfeeble each other, and inform themselves.
Instar omnium,* the Affairs, Privileges, and Preroga-
tives of the Narrow Seas, so highly concern his
Majesty of Great Britain, that whosoever either by
slight, or power, aims to enfranchise himself, then
he strikes at his Royal Crown, and desires to swim
in the heart blood of our State, for such I may
truly (though metaphorically) term the sea to be
where whosoever shall aim to make himself
Pompey, our King must still be Cæsar aut Nullus.’

1 «Between princes marriage relationships may exist, but
never friendship.’ This quotation cannot be traced: it does
not occur in Z Principe.

2 By general consent.
* The manuscript was evidently unfinished, for the next

folio is headed ‘The manner and way to commence and
proseed in this busenese.’

THE SEAMAN’S DICTIONARY
OR
NOMENCLATOR NAVALIS

INTRODUCTION

THE name of Sir Henry Mainwaring deserves an
honoured place in our naval literature on account
of the unique distinction he holds in being the
earliest authority we have in English on seaman-
ship and nautical terms. His Seaman s Dic:
tionary, which is the text-book of seventeenth-
century seamanship, was compiled during Buck-
ingham’s tenure of office as Lord High Admiral
of England, although it was not printed until
1044, when Parliament being in possession of the
fleet it was thought ‘so universally necessary for
all sorts of men,’ that it was conceived ‘ very fit
to be at this time imprinted for the good of the
Republic.’

The rise of a school of professional seamen
was a marked feature of the period, and Main-
waring was an officer who represented both the
scientific and practical sides of his profession.
His book was primarily intended for the use of
the gentlemen captains of the day, who, ‘though
they be called seamen,’ did not ‘ fully and wholly
understand what belongs to their profession,’ and
his object was to instruct those ‘ whose quality,

69

70 SIR HENRY MAINWARING
attendance, indisposition of body (or the like),’
would not permit them ‘to gain the knowledge
of terms, words, the parts, qualities, and manner
of doing things with ships, by long experience.’
It is curious that such a work, the subject of which
opened up a new field in our naval literature,
should have remained for twenty odd years in an
unpublished state; but there is evidence to prove
that it was freely circulated in manuscript among
the naval commanders of the time, and that
Buckingham, Mervin, Denbigh, and Northumber-
land, among others, possessed copies.!_ Its publi-
cation was fully justified, and the high value
placed on the work may be judged from the fact
that during the Dutch wars there were two, and
possibly three, reprints, though copies are now
extremely scarce.

By stating it to be the earliest treatise in
English on seamanship we do not intend to
infer that it was the first on navigation; many
works on that subject appeared during the latter
half of the sixteenth century. As Mainwaring
informs us in his preface, ‘ to understand the art
of navigation is far easier learned than to know
the practique of mechanical working of ships,
with the proper terms belonging to them. In
respect that there are helps for the first by many

1 A copy bearing the signature of Sir Henry Mervin is
among the Sloane MSS. (No. 207) ; while one with the arms
of the Earl of Denbigh is among the Additional MSS. in the
British Museum (No. 21571). A copy with the arms of
Percy is among Lord Leconfield’s MSS., and the copy dedi-
cated to Buckingham is at present loaned to the Institution
of Naval Architects.

2 For a list of works on navigation up to and including
the reign of Elizabeth, see Admiral Sir A. H. Markham’s
edition of ‘J. Davis, Voyages’ (Hakluyt Society, 1880,
PP. 339-367).

fim seAMAN S DICTIONARY 7I

books (which give easy and ordinary rules for
the obtaining to it), but for the other, till this,
there was not so much as a means thought of, to
inform any one in it.’ This last statement, of
course, refers to the work when it was originally
compiled, for the honour of being the author of
the first printed work on the subject belongs to
Captain John Smith, the Governor of Virginia.
His book, which is entitled ‘ An Accidence, or the
Pathway to experience Necessary for all young
Sea-men,’ was published in 1626, and appears in
the Stationers Company’s Registers under the
date of October 23 in that year.1 It is a small
quarto volume, and was printed for Jonas Man
and Benjamin Fisher. The late Professor Arber,
who edited a complete edition of Smith’s works,
mentions that ‘ this tract was a new departure in
our literature, being the first printed book on
seamanship, naval gunnery, and nautical terms.’ ?
Captain Smith’s work is in fact a ‘tract,’ and
occupies 42 pages, against the 118 closely printed
pages of the ‘Seaman’s Dictionary.’

In the article on, Seamanship in the last
edition of the ‘Encyclopaedia Britannica,’ the
“Seaman’s Dictionary’ of Sir Henry Mainwaring
is stated to be, ‘ if not the first treatise on seaman-
ship written in English, at least as old as its only
tival the “ Accidence.”’’ Hitherto the date of
its composition has been open to doubt, and it
has generally been assigned to the year 1625, that
being the date on a manuscript copy which
belonged to the Earl of Denbigh.

There are other manuscripts, however, which
are certainly earlier than this, and we have been

1 Arber, Transcripts, iv. 169.
a Works, 1884 cdi, p. 786.

72 SIR HENRY MAINWARING

fortunate enough to discover among the magni-
ficent collection of naval books and manuscripts
of the late Mr. Charles Scott, the earliest of the
manuscripts, which is dedicated ‘to the Right
Honourable the Marquis of Buckingham, Lord
High Admiral of England, my most honoured
Lord and Patron.’ That the work was originally
written solely for the use of Buckingham, and
possibly at his instigation, is shown by the
following personal note in Mainwaring’s hand-
writing at the end of the preface, wiitel@as
omitted from the other MSS. and from the printed
editions :

‘ This, as I framed it of purpose for your Lordship’s
use, so only to your Lordship do I present it with my
most humble service, who for your Lordship’s many
truly noble favours am ever bound in all duty and
affection to profess and express myself, your Lordship’s
most humble and faithful servant, H. M.’

From this copy we are enabled to fix more
precisely the date of its composition, as Bucking-
ham was raised to the dignity of a Duke on the
18th of May, 1623. Itis entitled “An Abstract and
Exposition of all things pertaining to the practick
of Navigation,’ and at one time belonged to Peter
le Neve (1661-1729), the Norroy king-at-arms,
and a zealous collector of manuscripts. His
signature, ‘ Petri le Neve, Norroy,’ appears on top
of the title-page, which is reproduced as an
illustration to this volume. There is also a copy
among the Sloane MSS. in the British Museum
with the same title, which is dedicated—

‘ To the right Honourable and my ever most Honoured
Lord, Edward, Lord Zouch, Lord Warden of the Cinque
Ports, and one of his Majesty’s most Honourable Privy

THE SEAMAN'S DICTIONARY 73

Council. This discourse which I wrote in those lodgings
wherewith it pleased your Lordship to honoured me, I
held it my duty (in acknowledgment of that and many
other your Lordship’s most free and honourable favours)
to present unto your Lordship with the faithful and
affectionate service of Your Lordship’s most humble and
most obliged servant,
HENRY MAINWARING.’

Here we have a definite statement that it was
written within the precincts of Dover Castle, and
the date of the Buckingham and Zouch copies
can be fixed to a period between February 1020,
the date of Mainwaring’s appointment to Dover
Castle, and February 1623, when he incurred
Zouch’s displeasure.

The different manuscript copies have varying
titles, and these alterations in title connote an
expansion of the text by the inclusion of new
matter. With the exception of the Denbigh
copy they are all in folio; the handy form of
ts eop and the fact that it has been
damaged by water, suggests that the Earl may
have taken it to sea with him on his various
expeditions.

It had been intended to reprint this work from
the printed edition of 1644, adhering to the spell-
ing of that book, but a careful comparison with
the manuscripts revealed so many and such
serious errors in it that the Council decided to
abandon this idea. The text of the following
pages is a composite text formed from the colla-
tion of the undermentioned manuscripts. It was
decided to modernise the spelling, which varies
in the different manuscripts, but attention has
been called to any spellings that seemed to present
special points of interest.

74 SIR HENRY MAINWARING

Add. MS. 21571.—The copy that belonged
to the Earl of Denbigh, and bears the date 1625.
It is probably the latest of the MSS., as it con-
tains a certain amount of matter not found in
the others consulted. The errors and omissions
are few in number, but unfortunately it has been
so much injured by water as to be in places almost
illegible. It is denoted in the footnotes by the
letter (D).

Harleian MS. 2301 which appears to be a
little, but not much, earlier than the above (H).

Sloane MS. 207.—Dedicated to Zouch (Z).
The book of 1644 was printed from a MS. of
about the same date as this one.

Scott MS.—Dedicated to Buckingham (B).

The additional matter not found in (B) is
enclosed in square brackets [ ].

To the edition of 1644 the publisher prefixed
an extract of four pages from ‘The Victory of
Patience,’ 1636, entitled, ‘The State of a Christian,
lively set forth by an allegory of a ship under sail.’
This has been omitted as not forming part of the
original work.

The Council is indebted to Mrs. Scott for per-
mission to reproduce the title-page of the original
manuscript.

THE SEAMAN S DICTIONARY 75

BIBLIOGRAPHY

THE | Sea-mans Dictionary: | Or An | Exposition | and
Demonstration of all the Parts | and Things belonging
to a | Shippe: | Together with an Explanation of all |
the Termes and Phrases used in the Practique of |
Navigation. | Composed by that able and experienced
Sea-man S Henry | Manwayring Knight: And by him
presented to the late Duke of | Buckingham, the then
Lord High Admirall of England. |

I have perused this book, and find it so universally
necessary for all sorts of men, that I conceive it very fit
to be at this time imprinted for the good of the Republicke.

Septemb. 20, 1644. JOHN BOOKER.

London. | Printed by G. M. for John Bellamy, and
are to be sold at his Shop at | the Signe of the three
golden Lions in Cornehill neare the | Royall Exchange.
1644. |
(118 pages 4to.)

““Mainwaring’s Seaman’s Dictionary.” J. Moxon.

In Richard Clavel’s ‘ Catalogue of books printed in England
since the Fire of London in 1666 to 1695,’ published 1696, the
above entry is tobefound.1 We have not succeeded in tracing
a copy of this edition, which we believe appeared in 1666.
Joseph Moxon (1627-1700), shortly after 1660, was appointed
hydrographer to the King, and had a shop ‘ At the sign of
the Atlas’ on Ludgate Hill, where he suffered materially

41 IP, Ole
2 Watt in his Bibl. Brit. mentions an ed. of 1666, as does
Allibone in his Dict. of Eng. Lit.

76 SIR HENRY MAINWARING

by the Great Fire A copy of this edition not being forth-
coming, we can only assume that it was published in 1666,
just prior to the Great Fire, and not subsequent to it, as stated
in Clavel’s catalogue. The assumption that practically all
the copies were destroyed in the fire is supported by the fact
that in 1667 another edition appeared.

The | Sea-Man’s | Dictionary : | or, | An Exposition
and Demonstration | of all the Parts and Things belong-
ing to a|Ship. | Together with | An Explanation of
all the Termes | and Phrases used in the Practique of |
Navigation. | Composed by that Able and Experienced
Sea-man | Sir Henry Manwayring Knight, | And by
him presented to the late Duke of Buckingham, | the
then Lord High Admiral of England. | [Here follows the
imprimatur signed by John Booker, zo Sept., 1644.]
London, Printed by W. Godbid for G. Hurlock, and are
to be sold at | his Shop at St. Magnus Church corner in
Thames-Street | near London-Bridge. 1667.”

The | Sea-man’s | Dictionary : | or, |an Exposition
and Demonstration | of all the Parts and Things belong-
ing to a| Ship. | Together with | an Explanatios (sic)
of all the Terms | and Phrases used in the Practick of |
Navigation. | Composed by that Able and Experienced
Sea-man | Sir Henry Manwayring Knight, | And by

1 Timperley, Dict. of Printers, p. 567. By the fire the book-
sellers dwelling about St. Paul’s lost an immense stock of books
in quires, amounting, according to Evelyn and Clarendon,
to £200,000, which they were accustomed to stow in the vaults of
the cathedral and other churches (ibid., p. 543).

2 This edition is extremely rare. There is a copy in the
Pepysian Library at Cambridge, and we are indebted to Mr.
S. Gaselee for his courtesy in supplying a transcript of the
title-page. Pp. 117-124 are wanting, and it is bound with John
Smith’s ‘Sea-man’s Grammar, 1653, and Henry Phillippes’
Sea-Man’s Kalendar,’ 1667 (Pepysian Library, 1142 (2), size 7} in.
by 53in.). Another copy, belonging to the Earl of Pembroke,
apparently complete, was sold at Sotheby’s in March 1920.

THE SEAMAN’'S DICTIONARY a7

‘him presented to the late Duke of Buckingham, | the
then Lord High Admiral of England. | [Here follows the
imprimatur, the same as in the preceding editions, except
that it is unsigned. ]

London, Printed by W. Godbid for Benjamin Hurlock,
and are to be |sold at his Shop against St. Magnus
Church on London- | Bridge near Thames-street, Anno
Dom. 1670.

These last two editions differ slightly from the 1644 edition.
The spelling is somewhat modernised, and the ‘ Preface’
is signed ‘Henry Manwayring,’ instead of ‘H. M.’ as in
that of 1644. The 1667 and 1670 editions have a ‘ Post-
script,’ pp. 125-132, ‘My Anchor is away,’ &c., besides a
woodcut on the back of the title illustrating the points of
the compass. Following the ‘ Preface’ of the 1644 edition
is, ‘ The State of a Christian, lively set forth by an Allegorie
of a Shippe under Sayle,’ taken out of ‘The Victory of
Patience,’ 4 pages, signed ‘R. Y. 1 The 1644 edition has
an index, which is omitted from the later editions.

There appears to have been another edition between the
years 1675 and 1682, entitled ‘The Sea-mans Dictionary ;
or the Exposition and Demonstration of all the parts and
things belonging to a ship,’ by Sir Henry Manwaring (sic).
We have not succeeded in tracing a copy of this, which was
‘printed for and sold by William Fisher, at the Postern-
Gate, near Tower Hill; Thomas Passenger at the Three
Bibles on London Bridge; Robert Boulter at the Turks
Head; and Ralph Smith at the Bible in Cornhill, near the
Royal Exchange.’ ?

Manuscript copies of the ‘ Seaman’s Dictionary.’

Harleian MSS. 2301.—Nomenclator Navalis: or,
an exact Collection and Exposition of all Words and
Tearmes of Art belonging to the Parts, Qualities,

1 The Victory of Patience and benefit of affliction . . . extracted
out of the choicest Authors, by R.Y., London, 1636.

2 From an advertisement at the end of The Seaman’s Practice,
by R. Norwood, 1682. See also Stationers’ Co. Registers (Rox-
burgh Club), iii. 10, 43, 50.

78 SIR HENRY MAINWARING

Conditions, Proportions, Rigging, Fitting, Mannageing, and
Sayling of Shipps ; with other Necessaries to be knowne
in the Practique of Navigation. Also including so much
of the Art of Gunnery, as concerns the Use of Ordinaunce
at Sea.

Mainwaring’s name does not figure on the MS., which is
well written. The volume is in folio, and is paged 1-162,
but really consists of or folios. Following the ‘ Preface’ is
the ‘ Index,’ then a second title: ‘A breif Abstract, Ex-
position, and Demonstration of all parts and things belonging
to a ship and the practique of Navigation.’

Sloane MSS. 207.—An abstract and exposition of
all things Perteyninge to the Practiq of Navigation.

This copy is dedicated to Lord Zouch, Lord Warden of
the Cinque Ports, and signed ‘Henry Maynwaringe.’ On
the first blank leaf is the signature of Sir Henry Mervin.
It is written in a neat hand throughout, and is in splendid
preservation. It comprises 109g folio leaves, the pages being
numbered 1-204. Following the dedication is an ‘ Index’
of 4 folios (t.e. 6 pages), but the letters A, B, and C are missing.
Then comes ‘ An Abstract and Exposition of all things Per-
teyninge to the Practique of Navigation,’ within a pen-and-
ink frame. This copy has two title-pages, and following
the second title given above is the first entry—‘ Aft.’

Additional MSS. 21571.—Nomenclator Navalis or an
Exact Collection & Exposition of all Wordes & Tearmes
of Art belonging to the Parts Qualities Conditions
Proportions Rigging Fitting Managing & Sailing of
Ships. With other Necessaries to bee Knowne in the
Practique of Navigation. Alsoe Including soe much of
the Art of Gunnerie as concernes the use of Ordinance
at Sea.

This copy is beautifully written in a small hand through-
out, and comprises 288 octavo pages, with two blank leaves.

1 A famous Stuart seaman. In 1623 he was accused of
piracy and lodged for a time in the Marshalsea. One of the few
commanders of the age who had the interest of the seamen at
heart. Admiral for the guard of the Narrow Seas and Rear-
Admiral in the ship-money fleet of 1637.

THE SEAMAN’S DICTIONARY 79

It has not the preface. On the covers are stamped the arms
of the Earl of Denbigh. A MS. note pasted inside the cover
states : ‘Appears to have belonged to Sir W. Fielding, after-
wards Earl of Denbigh, who married the daughter of Sir
George Villiers. . . . Probably the arms and gilt borders were
not put on until he became a Peer: + Many of the letters
on the title-page are done in gold, and following the title
is an index, at the end of which is the date ‘1625.’ It has
been somewhat damaged by water and was purchased at
Sotheby s, Aug. r9, 1856 (Lot 123).

Harleian MSS. 6268.

In folio, evidently an early seventeenth-century transcript,

with the bookplate of Robert Harley. On p. I is a floral

design with a pedestal of flowers at the base, and the words,
“Pro Domino Roberto Harley Amico meo.’ This copy has
not the general title, but following the first page is the ‘ Preface
shewinge the use and scope of this booke,’ which is unsigned.
Then follows an ‘ Index of the Names and termes expounded,
&c.’ After this appears the sub-title: ‘An Abstract and
exposition of all things pertaininge to the practique of Naviga-
tion.’ The work consists of 172 pages.

Public Record Office, State Papers, Domestic,
Charles I, exxviii—A Briefe Abstract Exposicén and
Demonstracén of all Parts and Things belonging to a
Shippe, and Practique of Navigation.

This copy, which is written in a small neat hand, consists
of 136 folio pages. Mainwaring’s name does not figure on
the title, neither is the ‘ Preface’ signed by him. Following
the ‘ Preface’ is “An index of the Names and Termes ex-
pounded in this Booke.’ At the end of the volume is another
index in quarto, viz.: ‘An index of the Names and Termes
of all things pertayning to the Practique of Navigation.’

1 William Feilding, rst Earl of Denbigh. Married Susan,
daughter of Sir George Villiers, and sister of the Duke of Bucking-
ham. Created Earl of Denbigh, 1622. Rear-Admiral in the
Cadiz Expedition, 1625. In April 1628 he commanded the
relief ships for Rochelle. Died 1643. (Dict. of Nat. Biog.) It
will be observed that he was already a peer when he came into
possession of this copy.

50 SIR HENRY MAINWARING

Lambeth Palace Library, Lambeth MSS. 91.

A folio volume of 311 pages (and six blank leaves), in
a clear bold hand, entitled: ‘A breife Abstract, Expositid
& Demonstration of all Termes, Parts & Things belonging
to a Ship, and the Practicke of Navigation,’ within an orna-
mental pen-and-ink frame, with drawings of astrolabes,
compasses, anchors, and a ship. On the back of the title-
page are the arms of George Abbot, Archbishop of Canter-
bury, painted in colours. Then follows the dedication :
‘To the most Reverend Father in God, George Lord Arch-
bishop of Canterburie, his Grace, Primate and Metropolitaine
of all England, and one of his Mats most honorable Privy
Counsell.’ ‘Most reverend, & my most honourd Lord,
Your many gratious favors shewen to me, as well as to many
others of my neere kindred makes me both bold & desirious
to present this Monument of my misspent time to yo" sacred
view. The Subject is neither worthie, nor so worthilie
handled, but that (in mine owne judgement) I thinck it far
to meane to offer into the hands of a person so reverend and
honorable. But my trust is, That yo" Grace will ever looke
both upon it, and myselfe with such gratious Eies, that I
may have some assuruance, that yo" Grace will not onely
pardon both our Errors, But direct me from henceforth to
Steere my course after yo" Grace, who are the most skillfull
and worthie pilot of ot Churche & Comon-wealth. . Soe
humbly kissing yo" Graces hands, I rest

Your Graces most humble, faithfull
and affectionate Servant,
HENRY MAYNWARING.’

Following the dedication is the ‘ Preface,’ as printed in
the 1644 edition, then ‘ An Index of the Names and Termes
expounded in this Booke.’ The volume is handsomely
bound in calf, elaborately tooled with a gilt device in the
centre of each side, surmounted with the arms of the Arch-
bishop.

Lambeth Palace Library, Lambeth MSS. 268.—Nomen-
clator Navalis, &c.

Title similar to Harleian 2301. Folio, seventeenth
century, 323 pp. Without author’s name.

tie SeAMAN'S DICTIONARY SI

Lord Leconfield’s MSS. at Petworth House, Sussex.1—
A brief Abstract Exposition and Demonstration of parts
and things belonging to a ship and the practique of
Navigation.

The text comprises 357 pages folio, with an index of 12
pages. The ‘Preface,’ which occupies four pages, begins,
“My purpose is not to instruct, &c.’ The title-page has an
ornamental pen-and-ink frame. The volume is bound in
morocco, and stamped with the arms of Percy (six quarters),
with the badge and coronet of the House of Percy in each
corner. On the gilt fore-edge of the book is written ‘ Sir
Hen. Manwaring,’ and it was probably presented by Main-
waring to Algernon Percy, tenth Earl of Northumberland,
when Lord High Admiral.

Library of the late C. C. Scott, Esq., Halkshill, Largs,
Ayrshire.2—An Abstract and Exposition of all things
pertayning to the Practick of Navigation.

This copy consists of 268 pages, folio, and on the title-
page appears the signature of ‘P. Le Neve, Norroy.’? The
“ Preface * is signed ‘ H. M.

The above title appears within an ornamental pen-and
ink-frame, and following the title is a dedication ‘To the
right Ho™! the Marquis of Buckingham, Lord high Admirall
of England; Master of the Horse, & one of his Ma‘** most
ho Privy Councll [sic]. My most honored Lord & Patron.’

Lord Calthorpe’s MSS.1—Nomenclator Navalis, or an
exact collection and exposition of all terms of art, etc.
This copy consists of 130 folio pages, and is dated ‘ 1633.’

Another copy, same collection, contents the same.®

We presume that one of the above copies is identical with
a copy that was formerly in the possession of Henry Yelver-
ton, Viscount Longueville (1664-1704), entitled: ‘A brief

1 Hist. MSS. Comm. vi. 304.

* Now loaned to the Institution of Naval Architects.

’ Norfolk antiquary (1661-1729). In May 1704 he was
appointed Norroy King-at-arms. Le Neve’s library and some
of his MSS. were sold in February and March 1731. [D.N.B.]

$ Hist. MSS. Comm., Rep. 2, App., P: 45, No. CLXIX.

abid.. No. CLXXVIL.

Il. G

82 SIR HENRY MAINWARING

abstract, exposition, and true demonstration of all parts and
things belonging to a ship, and the parts of Navigation,’
with Preface and Alphabetical Index. The Yelverton MSS.
came into the possession of Lord Calthorpe.t

A copy was in 1697 in possession of Sir Erasmus
Norwich, (3rd) Bart., of Brampton, co. Northampton.

We have not succeeded in tracing its present whereabouts.
Sir Erasmus died in 1720. The MS. was entitled ‘A brief
abstract Exposition and Demonstration of all parts and
things belonging to a Ship and the Practique of Navigation,
or a glossary of Maritime Words and Phrases delivered
alphabetically: with a table of the names of the Great
Ordnance, the heights of their Diameters, their weight,
length, ete... Holio#

1 See Bernard’s Cat. MSS. Angliae, ii. 169.
2 oak, Os, 22315).

TEHE SEAMANS DICTIONARY

OR, AN
EXBOSITION

AND DEMONSTRATION OF ALL THE PARTS AND
THINGS BELONGING TO A SHIP

TOGETHER WITH AN EXPLANATION OF ALL THE
TERMS AND PHRASES USED IN THE PRACTIQUE OF

NAVIGATION

mo PREACH SHEWING THE SCOPE AND
USE OF THIS BOOK.

My purpose is not to instruct those whose experi-
ence and observation have made them as suff-
centi (Or More) than myseli: yet even they
should lose nothing by remembering, for I have
profited by mine own labour in doing this; but
my intent and the use of this book is to instruct
one whose quality, attendance, indisposition of
body (or the like) cannot permit to gain the
knowledge of terms, names, words, the parts,
qualities, and manner of doing things with ships,
by long experience: without which there hath
not any one arrived as yet to the least judgment
or knowledge of them. It being so, that very
few gentlemen (though they be called seamen)
do fully and wholly understand what belongs to
their profession; having only some scambling t

1 Slipshod, bungling.
83

84 SIR HENRY MAINWARING

terms and names belonging to some parts of a
ship. But he who will teach another man must
understand things plainly and distinctly himself ;
that instead of resolving another man’s doubts,
he do not puzzle him with more confusion of
terms of art, and so, to appear to know somewhat,
will still expound Ignotum per Ignotius. And for
professed seamen, they either want ability and
dexterity to express themselves, or (as they all
do generally) will to instruct any gentleman. If
any will tell me why the vulgar sort of seamen
hate landmen so much, either he or I may give
the reason why they are so unwilling to teach
them in their, Art: whence it is that sormiani
gentlemen go long voyages and return, in a manner,
as ignorant and as unable to do their Country
service aS when they went out. These words,
terms, and proper names which I set down in this
book are belonging either to a ship, to show her
parts, qualities, or some things necessary to the
managing and sailing of her; or to the art of
gunnery, for so much concerns the use of ordnance
at sea. And those which are familiar words, I
set them down, if they have any use or meaning
about a ship other than the common sense ; and
in expounding them I do shew what use, necessity,
commodity, discommodity, wherefore and how
things are done, which they import; and there-
with the proper terms, and phrases, with the
different uses, in any kind appertaining to that
word ; which for better and easier finding out,
and to avoid confusion, I have brought into an
alphabet.

The use and benefit whereof is so apparent
for any who hath command at sea, or for any
who may be called to censure and judge of the
sea affairs, that I need use no reasons to enforce

Pee SEAM AN'S DICTIONARY 85

it: only this much ; this book shall make a man
understand what other men say, and speak
properly himself ; which how convenient, comely,
and necessary a thing it is, all men (of sense) do
know. Should not a man be leashed,! being a
hunting or hawking, if he should cry Hey—Ret,?
to the hounds, and Hook again® to the spaniels :
or were it not ridiculous for a man (speaking of
ime wars) to call a trench a ditch ; or at sea, the
starboard and larboard, the right and left side
of a ship, and yet they do imply the same, and
both dogs and men will understand them alike.
To understand the art of navigation is far
easier learned than to know the practice and
mechanical working of ships, with the proper
terms belonging to them, in respect that there
are helps for the first by many books, which give
easy and ordinary rules for the obtaining to it ;
but for the other, till this, there was not so much
as a means thought of, to inform anyone in it.
If a man be a sufficient seaman with whom I
converse, and yet know not how to instruct me,
I grant he may be fit to serve his Country, but
not his friend. But I will speak it with as much
confidence as truth, that in six months, he, who
would but let me read this book over with him,
and be content to look sometimes at a model of
a ship and see how things are done, shall (without
any great study, but conversation) know more,
be a better seaman, and speak more properly to

1 Beaten with a leash.

2 According to the N.E.D. this is an obsolete, rare word
of obscure origin. It was used of or to spaniels when game-
shooting.

3 There seems to be no other example of this expression,
but the point evidently is that it would only be used in
hunting, and the other expression only in game-shooting.

86 SIR HENRY MAINWARING

any business of the sea, than another gentleman
who shall go two or three years together to sea
without this: for by the perusing of this book,
he shall not only know what to question and
doubt of, but likewise be resolved. e

A

Aft or Abaft is a sea term properly used
aboard the ship to distinguish betwixt things
done or placed fromwards the stem, towards the
stern of the ship; as when they say Come aft,
Go aft, or the like; that is, come or go towards
the stern: Hale the sheet aft: The mast hangs aft ;
that is, towards the stern: A shot raked the ship
fore and aft ; that is, came in before and went out
astern.

Also we use! to say, Abaft the foremast ; so
that this word is not particularly limited to any
part of the ship, but from every part of the ship
hath relation to anything done, or placed towards
the stern, in respect of any that are towards the
stem ; as, for example, when we hoist our yards,
we say Stretch forward the main halliards, whose
place is abaft the main mast ; and contrariwise,
Stretch aft the fore halliards, which are placed
before the main mast, but abaft the fore mast.
When ships meet, or being in consort, desire to
know how all the company doth, they use to
demand how they do all fore and aft, the reason
whereof is for that the whole ship’s company is
divided, both in respect of the labour and command,

1 I.e. are accustomed.

aes ae
oo RENAS SSN

THE SBAMANS DICTIONARY 87

into two parts ; the boatswain and all the common
sailors under his command, to be before the main
mast ; the Captain, master, master’s mate, gunners,
quartermasters, trumpeters, &c., to be abaft the
mainmast.

Aloof is a term used in conding 1 the ship, when
she goes upon a tack, and is commonly spoken
from the mouth of the condor,? to the steersman
when he suffers the ship to fall off from the wind
and does not keep her so near by a wind as she
may well lie.

Amain is a term used by Men-of-War (and not
by Merchantmen) when they encounter a ship, for
that implies as much to the other as to bid him
yield. Amain is used in this sense also: when
anything is to be let down by a tackle into the
hold or elsewhere, or that a yard is to be lowered,
or the like. Then when they would have it come
down as fast as it can, they call Amain, which
is to let go that part of the rope which they held
before, to let it down easily and by degrees. It?
is also an adjunct to the greatest and chiefest of
some parts of the ship, viz., the mainmast, the
mainsail, the main beam [and the main yard, to
distinguish it from others of the same kind, and
by this difference it is understood that they are
greater than the rest].

In Men-of-War we use waving amain, which
is either with a bright sword, or any other thing,
to make a sign to them that they should strike
their top sails; which they commonly do, either
from the foretop, or the poop. To strike amain ;
to let fall their top sails.

' Directing the helmsman, vide s.v.
2 More usually ‘ conder,’ but now obsolete.
3 He is, of course, confusing two quite different words.

88 SIR HENRY MAINWARING

Anchor. The form and general use of an
anchor is commonly known, but the several parts,
proportions, distinctions, and appellations are
understood by very few but practised and experi-
enced seamen. The anchor doth consist of these
several parts: the Ring, the Eye, the Head, the
Nut, the Beam or Arm, the Shank, the Fluke, [to
which belongeth a Stock, by which it is made to
take hold of the ground].

The proportion which it holds in itself is: the
Shank is thrice as long as one of the Flukes, and
half the Beam.: The proportion in respect of
shipping is—To a ship of 500 tons we allow 2000
weight for a Sheet anchor. The biggest ship in
England’s anchor, is but 3300 weight.? The dis-
tinctions are made by their use, according to the
proportion they bear in the ship in which they
are employed ; for that which in one ship would
be called but a Kedger, or Kedge Anchor, in a
lesser, would be a Sheet Anchor.

The sorts of anchors, which by occasion of
their several uses receive different names and
appellations, are: first, a Kedger, which is the
smallest, which by reason of the lightness is
fittest [to carry in the boat,] to stop the ship in
kedging down a river ; the next a stream Anchor,
which we use in deep waters to stop a tide®
withal in fair weather. The others they call by
the name of the first, second or third anchor,
all these being such as the ship may ride in
any reasonable weather, sea-gate 4 or tide. These
are somewhat bigger one than another, and usually

1 Apparently the beam is measured from tip to tip of the
flooks.

2 D gives 3500, t.e. 35 cwt.
3 I.e. to hold the ship fast whilst the tide runs against it.
4 Long, rolling swell.

col

THR SHAMANS DICTIONARY 89

when they sail in any Straits or are near a Port,
they carry two of these at the bow. In which
respect they are also called by the name of the

first, second or third Bowers. The other, which

is the biggest, and that which the seamen call
their last hope, and is never used but in great
extremity, is called the Sheet Anchor; this is
eicstrue Anchova Spei, for this is their last
refuge.

The anchor is a Cock-bell when the anchor
hangs right up and down by the ship’s side:
andi this is appointed by the Master when
he is ready to bring the ship to an anchor.
Wer jail ihe anchor, that is, let it go down
mito the sed. Ihe anchor is @ peak; that is,
when heaving up the anchor, the cable is right
perpendicular betwixt the hawse and the anchor.
The anchor is foul, that is, when the cable [the
ship riding at an anchor] by turning of the ship
is got about the fluke, which will not only cut the
cable asunder, but make the anchor not to hold.
And therefore whenever we come to an anchor
where there is tide, we lay out two anchors,
so as that, upon the turning of the tide, the ship
may wind up clear of either anchor. Clear
the anchor, that is, get the cable off the fluke ;
or generally, when they let fall the anchor,
they use this term, to see that the buoy rope,
or no other ropes belonging to the ship, do hang
about it. Fetch or bring home the anchor, that is,
to weigh it in the boat, and bring it aboard the
ship. The anchor comes home, that is, when the
ship drives away with the tide or sea; this may
happen either because the anchor is too small
for the burthen of the ship, or for that the ground
may be too soft and oozy. In such places we
use to shoe the anchor, that is, to put boards to

go SIR HENRY MAINWARING

the fluke in the form of the fluke, and make it
much broader than before. In Port Farina?! by
Tunis, I saw the experience of tallowing an anchor,
where, the ground being so soft, we shod our
anchors and yet they all came home, and the
ships drave aground ; only one ship, which had
an anchor tallowed, rode fast. The reason I
could never truly know, but suppose that it might
be because that the tallow might help the anchor
to sink deeper into the ooze, and so find some
harder ground at the bottom, than the other
anchors. Boat the anchor, that is, put it into
the boat.

Anchor Stock. This is a piece of timber fitly
wrought and fastened at the nuts, crossing the
flukes. The use whereof is to guide the anchor
upon the ground, that one of the flukes may be
sure to fasten in the ground, without which, the
anchor would lie flat upon both the flukes and
take no hold: the proportion whereof is usually
taken from the length of the Shank.

Anchoring, or Anchorage is when we let fall
an anchor, or more, into the sea, with cables to
them, so that the ship may ride fast by them.
We say, there is good anchoring, where there is
shoal water, for in deep waters the sea hath more
force against the ship, and the anchors are very
long a-weighing upon any occasion; ground that
is not too soft or oozy, in which the anchors can
have no fast hold: nor too hard and rocky,? so
that it may cut the cables. The best ground to
ride in is a stiff clay or a hard sand. Also where
they may ride out of the way of the tide, and
lastly, where they may ride land-locked, so as
that the sea-gate can have no power against

1 Bareen 2 “Nor knotty,’ D.

THE SEAMAN'S DICTIONARY gI

them : to which may be added that the lee shore
on every side is so soft that if a ship come aground
she can have no hurt. [For a road, we say there
is good anchoring where there is good ground,
and also where]* they may have sea room to
set sail if their cables break or the anchors come
home. That place which hath all these com-
modities, is good to ride in, and here we say is
good anchoring or good anchorage. Bad anchoring,
or bad anchorage is a place where all or many of
the contrary conditions are to be found.

[Arm. This is not used as a word of alarum
at sea, as it is on land, for at sea we use to say,
‘ make ready the ship,’ which implies the fitting of
all things belonging to a fight. A ship that is full
of munition, small and great, and her fights and
ordnance well disposed and placed, is called a
ship well armed. To arm a shot is to bind some
oakum, rope-yarn or old clouts, &c., about one
end ; as in cross-bar shot it is most commonly
used, that that end which goes first out of the
piece should not catch hold in any flaws of the
piece, whereby it be in danger to break it. The
same we use to any kind of broken iron, of two
or three foot long, which we use when we come
board and board in fight, out of our great ordnance.
We also use to arm some small shot for muskets,
like our cross-bars. |

An Awning is a sail or any other thing made
of canvas or the like, which is spread over any
part, or all of the ship, above the decks to keep
away thesun; that thereby, in hot countries, men
may take the air, and yet not be so subject to
the beams of the sun. In all hot voyages this is
of infinite use, both to keep men from the sun

1 B reads ‘ or else that.’

92 SIR HENRY MAINWARING

by day and the dews by night, which in some
places are wonderful infectious.

Axletree. The axletree is the same in a
carriage ! as in a coach or cart, and supports the
cheeks of the carriage whereon the piece doth lie.
Also, we call the iron which goes through the
wheel of the chain pump (and bears the weight
of it) the axletree af the pump.

B

To Bale is to lade water out of the ship’s hold
with buckets, cans or the like. This because it is
more labour and tires men sooner, and doth not
deliver so much as all the pumps will, we never
use but in great extremities, when either a leak
doth over-grow the delivering of the pumps, or
else that the pumps do fail us: which happens
many times in extraordinary long pumping, that
the pumps, with overmuch wearing, draw wind
or chance to be stoaked,? or else the pump-boxes,
irons or the like do fail us.

Ballast is that gravel, stones, lead or any
other goods which is laid next the keelson of the
ship to keep her stiff in the sea. Of ballast that
is best which is heaviest, lies closest, and fastest,
and is driest, both for the ship’s bearing a sail,
stowing of goods, the health of the company, and
saving of cask and other goods; whereof if a
ship have too much, she will draw too much
water; if too little, she will bear no sai. Ao
trench the ballast; that is, to divide the ballast in
any part of the ship’s hold, which is commonly
done, to find a leak in the bottom of the ship, or
to unstoak [the limbers of] the ship [when the

1 I.e. a gun-carriage. 2 Vide s.v.

THE SEAMAN’S DICTIONARY 93

water which the ship makes cannot come to the
pump]. The ballast shoots, that is, runs over from
one side to the other; and therefore corn and all
kind of grain is dangerous lading for that will
shoot [and is very apt to stoak the limbers], but
only that they make pouches, as they are called,
that is bulkheads of boards, to keep it up fast
that it do not run from one side to the other,
as the ship doth heel upon a tack.

[A Bay is when two points or headlands lie so
far off into the sea that, drawing a straight line
from the one to the other, there is made towards -
the mainland a hollowness or part of a circle
which is filled with water, be it more or less,
that same is called a Bay unless there be any
passage navigable through, for then it beareth
the name of a strait, and not of a bay. But
commonly we do not give it the name of a bay
unless there be some eminent depth and indraught,
ds, it icy usually termed, And it matters not
whether the distance betwixt the points be little
or much, for the Bay of Biscay, the Bay of Port-
ingale, the Bay of Mexico and divers others are
many score leagues over from headland to head-
land, and also in depth, and Torbay? in Devon-
shire, with many the like, is not above (blank) mile
Over ||"

The Beak, or Beakhead is that part which is
fastened to the stem of the ship, and is supported
with a knee which is fastened into the stem, and
this is called the main knee; to this is fastened
the collar of the main stay. In the beakhead the
fore tacks are brought aboard, and is the proper

1 The indentation of the coast between Finisterre and
Peniche was exaggerated in old maps.

2 barney:

? Found only in D.

94 SIR HENRY MAINWARING

stand where men do handle most part of the
spritsails, and spritsail-topsail rigging ; and this
is also placed for the fashion and grace of the ship.
The beakhead steeves, or stands steeving, that is,
stands very much with the outwardmost end up
towards the bowsprit. The beakheads of the
Venetian Argosies and Spanish Galeons do so
very much, by which we know them afar off.

Beams. The beams are those great cross
timbers which keep the ship sides asunder and
support the decks and! orlops ; according to whose
strength, a ship is much the better or worse able
to carry ordnance. All strong and great ships
have a tier of beams in hold, that is, a row of beams
whereon lies no deck. The main beam is ever
the next to the main mast, at which place we
reckon the breadth of the ship ; and from this we
call the beams, both forward and aftward, by
the name of the first, second, third, &c., beginning
from this, which we call the midship beam.

To Bear. This word in some cases is taken in
the ordinary sense, as for carrying much, as when
we say a ship will bear much ordnance ; that is,
carry much by reason of her strength: also the
bearing or stowing of much goods, from whence,
when we describe the greatness of the ship, we
say she is a ship of such a burthen; but this is
used in many senses different, according to the
diversity of the phrases. To bear sail well, that
is as much as to say, she is a stiff-sided ship,
and will not cower down on a side with a great
deal of sail. A ship ¢o bear-out her ordnance ; that
is meant, her ordnance lie so high, and she will
go so upright, that in reasonable fighting weather
she will be able to keep out her lower tier, and not

L Oran B:

THR ORA VANIS DICTIONARY 95

be forced to shut in her ports. One ship overbore
the other ; that is, was able in a great gale of wind
to carry out more sail than the other could endure
to do, viz., a topsail more, or the like. To bear with
the land, or with a harbour, or a ship, is to sail
towards it, when we are to windward of it. To
bear under the lee of a ship is when that ship
which is to weather comes under the other ship’s
stern, and so gives the wind to her. This is the
greatest courtesy that a ship can give another
at sea. The piece will bear more shot or not so
much, that is, she is over charged, or will endure
a greater charge. The piece doth come to bear;
a term in the use of ordnance, by which is meant
that now she lies right with the mark.

Bear in. When a ship sails before or with
a large wind into a harbour, or channel, or else
sails large towards the land, we say she bears in
with the channel, land or harbour; but if she sail
close by a wind we do not use that speech.

Bear off. When a ship would not come near a
land or another ship but goes more roomer * than
her course doth lie, we say that she bears off from
the land. Also, when we tell how one headland,
island, ship, or the like, doth he from another
(that is, upon what point of the compass) we say
they bear right East, or West, or otherwise, one
of another. In hoisting anything into the ship,
if it catch hold by any part of the ship, or ordnance
or the like, they say bear it off from the ship’s
side. So if they would have the breech or mouth
of a piece of ordnance or the like put fromward
one, they say, bear off, or bear about the breech ;
so that generally seamen use this word ‘bear off,’
in business belonging to shipping, instead of the

1 Goes more large.

96 SIR HENRY MAINWARING

word ‘thrust off,’ which to the like sense is most
commonly used amongst others.

Bear up. This is a word we use in conding
the ship, whenas we would have her go larger or
more before the wind than she did. Bear up round,
that is, to put her right before the wind, or to
bring her by the lee: the manner of doing it is
no more but thrusting the helm up to windward
as farjas it will go towards the ship’s side. [This
word is much abused and misconstrued in the
common phrase and speech of men; for when
they encourage a man, as if they would say be
of good cheer or be not dismayed or be coura-
geous, they say, Bear up man, which in true sense
is to go down the wind ; and that we use when
a man is decaying or out of heart. But the phrase
is taken from the manner of doing, which is the
putting of the helm up to windward, which when
you do the ship falls from the wind and goes
down the wind. |

Beds. When the decks le too low from the
ports, so that the carriages of the pieces with
the trucks cannot mount the ordnance fittingly,
but that they will lie too near the port-last, or
gunwale, then we make a false deck, for so much
as the piece will require for her traversing, to
raise it higher, this we call a bed: also in the
carriage of the piece, that plank which lies lower-
most next the carriage under the breech of the
piece, whereon the quoins do lie, is called the bed.
[Also when a ship lies aground in soft ooze and
hath settled herself as in a bed, we say she hath
made herself a bed. This is also called docking
of herself. |

To Belay is to make fast any running rope
when it is hauled as much as you would, as the
halliards, when you hoist a yard, or the sheets or

Tee SPA VEAN S DICTIONARY 97

tacks, &c., so that it cannot run forth again till
it be loosed. [Belay fast, belay sure; this we
use when we would have them very carefull,
for in some cases the slipping of a rope may be
the loss of the ship by breaking a yard, coming
down or fluttering out a sail, by the rising of
the tack, or letting go the sheet. ]

A Bend is the outwardmost timber on the
ship’s side and is also called a wale: [they are
easily known by their thickness, which makes
them stand farther out than the planks of the
ship’s sides}. These are the chief strength of the
ship’s side, to which the futtocks and knees of
the beams are bolted, and they are called by the
name of the first, second, third, &c., beginning
with that next the water.

To Bend, or Bent, is taken in the common sense ;
as when the shank of the anchor is with over much
straining crooked, we say it is bent: but this is
otherwise used, as when they say, is the cable
bent? ; that is, when it is seized and made fast to
the ring of the anchor. Unbend the cable, that
is, unbind it, which we do commonly when we
make account to be long at sea, before we come
mito harbour. Lo bexd two cables or ropes
together, that is, to tie them together with a knot,
and so to make their own ends fast upon them-
selves. This is not so sure as splicing two ropes
together, but it is sooner done, and most com-
monly used when we mean to take them asunder
again, aS when a warp or any rope is too short
for the present use:

[A Berth is a convenient distance and room
to moor a ship in, which being done they say
the ship is well berthed, intending that no other
ships or impediments do hinder her from riding
well; also, when they would go clear of a point,

TE H

98 SIR HENRY MAINWARING

or a rock, they say, take a good berth, that is,
go a pretty distance off to sea-board of it.]

[Berthing. They call the raising and bringing
up of ship’s sides the berthing of her : as they say,
a clincher hath her sides berthed up, before any
beams be put into her. |

A Bight. By a bight is meant any part of a
rope, as it is taken compassing; as when we
cannot, or mean not to take the end in hand, be
it of a cable, or other small rope being coiled up,
we say give me the bight, or hold by the bight ; that
is, by one of the fakes, which lie rolled up one
over another in circle-wise compassing.*

Bilge or Bulge. The bilge of the ship, is the
breadth of the floor, whereon the ship doth rest
when she is aground. A ship is bilged, that is,
when she strikes on a rock or an anchor or the like,
and breaks some of her timbers or planks there,
and so springs a leak.

Bilge-water is the water which, by reason of
the ship’s breadth and depth, lies in the bilge,
and cannot come to the well; and therefore the
Flemish ships, which have generally broader and
longer floors than our ships, have, besides the
ordinary pumps at the main mast, two bilge
pumps, {and those pumps are commonly placed
forwards-on by the bitts. When the ship is trim-
ming most ahead, then she holds most bilge].

A Bittakle is a close cupboard placed in the
steerage before the whip or tiller, wherein the
compass doth stand, which is not fastened together
with iron nails, but wooden pins, because that
iron would draw the compass so that it would
never stand true. These are to be so contrived,
that they may carry a candle or lamp in them to

1 The last three words only appear in B.

THE SEAMAN’S DICTIONARY o9

give light to the compass, so as they disperse no
light [further], nor yet let any be seen about the
ship.

A Bitter is no more but a turn of the cable
about the bitts, which is used in this kind when
we come to anchor in any great tide, or current,
or wind, especially in deep water. After the cable
is run out a convenient way, we take a turn
with it about the bitts that we may by little and
little veer it out at ease, for otherwise if a stopper
should chance to fail, the cable would run all out,
or, as the phrase is, end for end. Now this turn
of the cable is called a bitter, and when the ship
is by this means stopped we say the ship is
brought up to a bitter.

A Bitter-end is that end of the cable which is
used to be within board, still at the bitts, when the
ship rides at an anchor; so that upon occasion
when they would have that end bent to the
anchor, they say bend-to the bitter-end, [which we
use when we find that the other end which was
bent to the anchor, is worn, fretted or galled].

The Bitts are the two main square pieces of
timber which stand pillar-wise, commonly placed
abaft the manger-in the loof of the ship and for
no other use but to make fast, and (as it were) to
belay the cable unto when we ride at an anchor ;
the lower part of them is fastened in hold to the
riders, but the middle part doth bear [for their
better strength], and are bolted, in great ships,
to two beams, which cross to the bows of the
ships ; and therefore sometimes, in extraordinary
storms, we are fain to make fast the cable to the
main mast for the better relieving the bitts and
safety of the bows, which have in great road-

steads been violently torn from the after part of
the ship.

100 SIR HENRY MAINWARING

Blocks are those small wooden things having
shivers? in them wherein all the running ropes
do run. There are divers kinds of blocks; as
single blocks, double blocks, and blocks with 3,
4, or 5 shivers in them, and they are called by
the names of the ropes whereunto they serve, as
the Sheet-block, the Tackle-block, the Fish-block,
&c. Note that double blocks do purchase more
than single blocks, and therefore in all places
where we have occasion to use strength with few
hands we have double blocks, as to the tackle of
our ordnance. But you must note also that though
double blocks purchase with more ease, yet single
blocks do purchase faster. When we haul upon
any tackle, halliard, or the like, to which two
blocks do belong, when they meet and touch we
can haul no more, and this we call block and block.

Blow. Every one knows when the wind blows,
but there are some speeches used at sea, which
are not generally understood, as the wind blows
home, or blows through; that is, when the wind
doth not cease, or grow less till it come past
that place: also blow through is sometimes used,
when they think the wind will be so great that
it will blow asunder the sails. In some places,
as I have seen at Santa Cruz- in Barbany.
the wind being right off the sea and a fresh gale,
as much as we could bear our top sails, when
we came within less than a league of the road we
had little or no wind at all, and it is infallibly
ever so. The natural cause whereof I could never
find out: for it cannot be the height of the
land [which deads the wind], since all that bay
is low land, only the Cape, which is not very
high ; and we know that at the peaks of Teneriff

1 < Sheevers.’ 2 St bcrucess

MHA SE AMANS DICTIONARY Ioi

and Fayal,! which are the highest lands in the
world, it does the contrary. Nor can it be the
heat of the land, which should duller? the wind,
for this happens there in the winter also; and
besides we see the contrary in hotter countries.
When a wind increases so much that they cannot
bear any topsails, then they use to say that they
were blown into their courses, that is, could only
have out those sails. It blows hard, fresh, stiff,
high ; all words easily known. When they ex-
press an extraordinary wind, they say, it will
blow the sail out of the bolt ropes. If the touch-hole
of a piece be gulled* much powder will flame
out, and that is also called blowing.

Bluff or Bluff-headed* is when a ship hath
but small rake forward-on, and is built with her
stem as it were upright, which will make her
seem as if she had a broad face, like a Venetian
Owl. [These commonly are not well wayed>
ships forward on, for they meet the head sea too
full without cutting it by degrees as sharper ships
do, yet I have seen of them excellent good ships
and fast ships by a wind. ]

Board, or aboard. By this is not only meant
deal boards or the like, but otherwise ; for when
we use the word aboard at sea, it is as much as to
say, within the ship. To go aboard, that is, to go
into the ship. Bring the tack close aboard, that
is, pull down the tack close to the chesstree or
the gun-wale. Board and board, that is, when
two ships touch each other. The weather board,
that is as much as to say, to windward. To make

ty baal: 2 Moderate ; see Phineas Pett, p. 94.

3 Hollowed out.

+ The remainder is omitted in the printed edition which
runs on with the next paragraph, omitting the catchword
‘ Boat.’ oor wade?

102 SIR HENRY MAINWARING

a board, or as we use to say to board it up to a
place, is to turn to windward ; which we do by
standing sometimes one way, sometimes the other,
for the gaining a place to windward: in which
note that the farther you stand off upon one
point of the compass the better board you shall
make ; and it is better making long boards than
short boards if you have sea room. A long board
is when you stand a great way off before you tack
or turn. A short board is when you stand off but
a little way. A good board is when we have got up
much to windward, for sometimes we take a great
deal of pains and get little, either by reason of a
current or tide that may take her on the weather
bow, or by reason of a head sea, which may drive
her to leeward and hinder her way, or for that the
ship may be a leeward ship. Sometimes again
when it is a smooth sea, a current under the lee
bow and a good ship by a wind, she will get a
point or two more into the wind than we expect.
Here note that a cross-sail ship in a sea cannot
make her way nearer than 6 points unless there
be tide or current which doth set to windward.
Within board; without board ; over-board ; by the
board : all terms obvious to common sense. To
leave a land on back-board is to leave it astern or
behind, for the back-board is that which in boats
or skiffs we lean our backs against. In fight, to
board a ship is to bring the ship to touch the other ;
where you must note the advantages and dis-
advantages of every place in boarding, and know
that when two ships fight, the defendant may
choose whether you shall board him or no, but
only in the quarter, which is a bad place to board,
for men can worst enter there, in respect that it
is the highest part of the ship’s hull, and for that
there is only the mizen shrouds to enter by ; as

Tite SEAMAN S DICTIONARY 103

also for that ships are hottest! there, and men
being entered there can do little good and are
easily scoured off with murderers from the close
fights. The best boarding for entering is, if you
can, to board on the bow, for then you may quickly
bring all your broadside to; but the greatest
advantage for use of ordnance is to board athwart
her hawse, for then you may use all your ordnance
on one side and she can only use her chase and
her prow pieces.

Boat. The boat belonging to a ship is either
called the ship’s boat or the long-boat, and this
is ever intended to be able to carry forth and weigh
her sheet anchor. Other smaller boats which
they carry for lightness to hoist in and out quickly,
are called skiffs or shallops, according to their
form. A good long boat will live in any grown
sea if the water be sometimes freed, unless the
sea break very much. The rope by which it is
towed at the ship’s stern is called the boat rope,
to which, to keep the boat from sheering, we add
‘another, which we call a guest-rope.2~ We do
also to save the bows of the boat, which would
be torn out with the twitches which the ship under
sail would give, use to swift her, that is, make fast
a rope round by the gunwale, and to that make
fast the boat rope. Free the boat, that is, fling
out the water : man the boat, that is, some men go
to row the boat. The boats gang that is, those
which use to row in a boat, which are the cock-
swain * and his gang, to whom the charge of the
boat belongs. Fend the boat, that is, save her

1 I.e. the fire of the small-arms is concentrated there.

2 “ Gestrope.’ 2 Gnesen 1 Cockson::

5 D reads : ‘ which are one of the Boatswain’s Mates ever to
command her, and such younkers as he shall appoint ; for the
charge of the longboat belongs to the Boatswain and his mates.’

104 SIR HENRY MAINWARING

from beating against the ship’s side. Wind the
boat, that is, bring her head the other way. A
bold boat, that is, one that will endure a rough
sea well. A ship’s boat is the very model of a
ship and is built with parts in all things answer-
able to those which a ship requires, both for
sailing and bearing a sail, and they bear the same
names, as do all the parts of a ship under water,
as, rake, run, stem, stern, bow, bilge, &c.

Bolt or Bolts are iron pins belonging both to
the building and rigging of a ship, of which there
are divers kinds, as ring bolts, which are of infinite
necessary use, both for the bringing to of the planks
and wales to the ship, as also the chief things
whereunto we fasten the tackles and breachings
of the great ordnance. Drive bolt, which is a
long one to drive out another bolt or trenail by.
Set bolts, used in the building for forcing the
planks and other works together. Rag DOLS.
which are sharpened at one end and jagged that
they may not be drawn out. Clench bolts, which
are clinched with a riveting hammer, to prevent
drawing out. Forelock bolts, which are made at
the end with an eye, whereinto a fore-lock of iron
is driven over a ring to keep it fast from starting
back. ender bolts, which are made with a long
head and beat into the outwardmost bend of the
ship to save the ship’s sides, if another ship
should le aboard her. Bolts are many times
called according to the places whereunto they are
used, as chain bolts, bolts for carriages and the
like. The use of them is so great that without
them a ship cannot be built strong, for they bind
together all the timbers, knees, and the like,
which do strengthen the ship.

A Bolt-rope is the rope into which the sail is
sewed, or made fast: that is a three-strand rope

TA SPAMANS DICTIONARY 105

made gentle and not twisted so hard as the others,
of purpose to be the more pliant to the sail, as
also that they may sew the sail into it the
better.

Boltsprit. To this is fastened all the stays
that belong to the foremast, and fore-topmast,
and fore-topgallant, &c., with their bowlines,
tacks, besides the rigging which belongs to his
particular sails, which are only two: viz., sprit-
sail, and spritsail-topsail. If a ship spend her
boltsprit, or as the more proper speech is, if the
boltsprit drop by the board, the foremast will
quickly follow, if it be a rough sea, especially if
you go by a wind [for the stay of the foremast
is made fast to the boltsprit]. This bears the
same proportion for length and bigness as the
foremast doth.

A Bonnet is belonging to another sail, but is
commonly used with none but the mizen, main
and fore sails, and the spritsail. JI have seen
(but it is very rare) a topsail bonnet and hold it
very useful in an easy gale, quarter winds, or
before a wind. This is commonly one-third as
deep as the sail it belongs to ; there is no certain
proportion, for some will make the mainsail so
deep that with a shoal bonnet, they will clothe
all the mast without a drabler : others will make
the mainsail shoaler, that they may with foul
weather bear it safer, and then the bonnet will
be the deeper. Lace on the bonnet, or bring-to the
bonnet, that is, put it to the course : lacing is here
very proper, because it is made fast with latchets
into the eyelet holes of the sail. Note that when
we do speak of the sail in any correspondence to
the bonnet, we call it the course, and not the sail :
as we say, when a ship hath those sails out,
‘course and bonnet’ of each: not ‘ mainsail and

106 SIR HENRY MAINWARING

bonnet,’ and ‘foresail and bonnet.’ Shake off the
bonnet ; that is, take it off.

A Boom is a long pole which we use commonly
to spread out the clew of the studding sail ; yet
sometimes also we boom out the clew of the main-
sail and foresail to spread them out so much the
broader to receive more wind. When we say a
ship comes booming towards us, it is as much as
to say she comes with all the sail she can make.
Note that booming of sails is never used but
quarter winds or afore a wind, for by a wind
studding sails and booming the sails is not useful.
In coming into harbours where the channel is
narrow and crooked, and the land about it over-
flown, they use to set poles with bushes, or
baskets, at the tops to direct how men should
steer along the channel by them: and these are
also in many places called booms, but in some
others they are called beacons.

The Bow is that part of the ship which is
broadest before, and begins from the loof till it
come compassing about towards the stem. The
proportioning of this part is of great importance
for the sailing of the ship, for this first breaks
off the sea, and is that part which bears all the
ship forward on [when she is pressed down with
a sail], which is in a manner all the bearing
of the ship. If the bow be too broad the ship
will not pass easily through the sea, but carry a
great deal of dead water before her ; if it be too
lean or thin, she will pitch or beat mightily into
a hollow sea for want of breadth to bear her up,
so that there must be a discreet mean betwixt
both these. The shaping of this part doth much
import the ship’s going by a wind; yet I have
seen ships of both sorts go well by a wind, but most
commonly those that have good bold bows, and

THE SEAMAN’S DICTIONARY 107

yet it is certain that a ship’s way after on is of
more importance for her sailing by a wind. A
bold bow is a broad round bow: a lean bow is a
narrow thin bow: the bow piece is that which lies
in the bow.

Bowline 1 is a rope which is fastened to the
leech or middle part of the outside of the sail, the
use whereof is to make the sail stand the sharper
or closer bya wind. The ancients, as it is reported,
did ever sail before the wind, the reason whereof
I conceive to be because they had not the know-
ledge and use of this rope. It is fastened by 2,
3, 4, or more parts to the sail, which they call
the bowline bridle; only the mizen bowline is
fastened to the lower end of the yard. This rope
belongs to all sails excepting spritsail and sprit-
sail-topsail, which have no place whereby to haul
a bowline forward on, and therefore these sails
cannot be used close by a wind. Sharp the main
bowline ; set taut the bowline ; haul up the bowline ;
all these are to make it pull up harder, or more
properly be hauled more forward on. Ease the
bowline, check or come up the bowline, that is, let
it be more slack. {When we sail by a wind as
near as we can lie, we usually say, to express it
in what manner we did sail, We went or sailed by
a bowline ; as much as to say by a wind.]

A Bower is any anchor which ships do usually
carry at the bow, and from thence hath its name ;
for our greatest anchors we carry in hold, and for
better stowage sometimes unstock them.

Bowse, or to Bowse, is a word they use when
they would have men pull together, and is chiefly
used by the gunners when they haul upon their
tackles to thrust a piece out at a port. They will

1 * Bowling.’

108 SIR HENRY MAINWARING

cry Bowse hoa? ; that is, pull more upon the tackle,
and then they know to pull together ; and also
when there is occasion to pull more upon one
tackle than the other, they will say Bowse upon
that tackle.

[Braces. These ropes do belong to all the
yards excepting the mizen-yard. They have a
pendant which is seized to the yard-arms, for to
every yard belongs two braces, and at the end of
a pendant a block is seized through which the
rope is reeved, which they call the brace, the use
whereof is to square the yards and traverse the
yards. Brace the yard to right, that is, to make
it to stand just cross the ship, to make right angles
with the length of the ship. All the braces do
come afterward on, as the main brace to the poop,
the main topsail brace to the mizen top, and so
to the main shrouds. The fore and fore-topsail
braces, down by the main and main-topsail
stays; and so of the rest. The mizen. bowline
doth serve for a brace to that yard, but the cross-
jack braces are brought forward to the main
shrouds when we go close by a wind. |

Brackets are certain little pieces in the nature
of knees, which belong to the supporting of galleries
or ship’s heads.

[Brails are small ropes reeved through blocks
which are seized on either side the ties, some
small distance off, upon the yards, and so come
down before the sail and are fastened to the
cringles at the skirt of the sail: the use whereof
is to haul up the bunt of the sail when we do
farthell? our sails across, which are in this com-
modious for a man-of-war that he may instantly

1 Bowes hoe.’
2 Furl ; derived apparently from ‘ fardel, a bundle.

THE SPAMAN:S DICTIONARY 109

make up his sails and let them fall, if in fight he
should fall astern: for note that in fight we
desire to use as few sails as we can, both for the
trouble in trimming them, for saving our sails,
for hiding our sight, and for avoiding of fire
which might light in them; and therefore when
we say we will strip ourselves into our fighting
sails it is meant that we have only the mizen,
main-topsail and foresail, with which sails a ship
will work every way. These brails do only belong
to the two courses and to the mizen. Haul up
the bratls and brail up the sail is all one. When
merchantmen will seem to brave a man-of-war,
if he chase them, they will brail up their. sails,
which is as much as to make a sign they will fight
with them. |

Breaming is when a [boat or] ship is brought
aground or on the careen to be trimmed, that is,
to be made clean ; they burn off the old weeds or
stuff which hath gathered filth.1 This they usually
do either with reeds, broom, old ropes or the like,
[and then they scrape that stuff, being hot, off
with iron scrapers; and so continuing heating
the ship they rub the planks as clean as may be
with dry mops, that the new stuff wherewith they
pay the ship may stick on the better, and the
ship be the longer before she be foul again].

Breech and Breeching. The breech is the
aftermost part of the gun from the touch hole,
which is in brass ordnance ever allowed to be as
thick as the diameter of the bullet ; and those
ropes which are bigger than the tackles that do
make or lash fast the ordnance to the ship’s side,
being brought about the breech of the piece, are

1 D reads: ‘they burn off the weeds, stuff, filth or
foulness which the ship hath gathered under water.’

IIO SIR HENRY MAINWARING

called breechings : these we do not use in fight,
but at sea, and chiefly in foul weather.

A Breeze is a wind which blows out of the
sea and doth daily in all seasonable fair weather
keep his course, beginning likely about nine in
the morning and lasting till it be within little of
night. We do not commonly call all winds that
blow off the sea upon any coast breezes, unless
it be there where this course is certain, or rarely
misses but in storms and foul weather : as for
example, here on our coast the winds are never
certain, but on the coast of Barbary and other
places more southerly they are certain to have
the wind off the land all night, and off the sea
all day. This breeze is also called a sea turn.

[A Breast-fast is a rope which is fastened to
some part of the ship forward on, and so doth
hold fast the ship’s head to a wharf or anything
else, and a stern- jast is the same for the stern. ]

[Breast-ropes are the ropes which make fast
the parrel to the yard. |]

A Budge-barrel is a little barrel, not alto-
gether so big as a barrel, which holds a hundred-
weight of powder, and hath a purse of leather
made at the head of it which is to shut over the
powder to keep it from [danger of] firing. We
use to lay? ordnance with this in harbour for
healths? and the like, but at sea we use it not
in fight if we can get cartridges? which is the
safest way. There are also latten + budge-barrels,
which are the best.

Bulk. The bulk of a ship is her whole content
in hold; as to say, she is a ship of a great bulk,

1 D? load.’

2 I.e. when firing salutes while the health of the King
or other important personage is being drunk.

3 ‘ Cathrages.’ 4 Brass.

PHR SEAMAN: S DICTIONARY 111

that is, will stow much goods. Sometimes it is
taken for the merchants goods, as when they say,
let our stock go im bulk together. To break bulk
is as much as to say, open the hold, and sell, or
part the goods in hold; as the Indies ships may
sell any goods they have betwixt the decks, but
they must not break bulk till they have order
from the Company, that is, they must not open
the hold to meddle with any merchandise therein
contained.

Bulkhead is generally any division which is
made across the ship with boards, whereby one
room is divided from another, as the bulkhead
of the cabin, the bulkhead of the half deck, the
bulkhead of the bread room, gun room, or the like.

Bune. Phe bunt of a sail is; as tt were in
comparison to the wind, the cod of the net, which
receives all the fish, and may as well be called
the very bag of the sail; and therefore we give
a bunt to all sails to the intent they may receive
much wind, which is the anima sensitiva of a ship.
If a sail have too much bunt it will hang too much
to leeward, and, as they call it, hold much lee-
ward wind [which will hinder the ship’s sailing,
especially by the wind]; if it have too little then
it will not hold wind enough [before a wind],
and so not give the ship sufficient way. The
difference is rather perceived in top-sails than
the other, for courses are cut square, or at least
with allowance of small compass [unless it be at
the clew, which some give more or less according
to their judgments and pleasure].

Bunt-lines are small lines which are made fast
to the bottom of the sails in the middle part of
the bolt rope, to a cringle,t and so reeved through

1 $ Creengell.’

TIZ SIR HENRY MAINWARING

a small block, seized to the yard, the use whereof
is to trice up the bunt of ae sail for the better
farthelling and making up of the sail to the yard.
[The smaller sails and topgallant sails do not
need themi

[A Buoy is that piece of wood, barrel, or the
like, which floats right over the anchor and is
made fast by the buoy rope unto the fluke of the
anchor ; the use whereof is not only to take know-
ledge where the anchor is, but also by that to
weigh the anchor with the boat, which is sooner
done than to weigh it with the ship. Stream the
buoy, that is, before they let the anchor fall whilst
the ship hath way, they put the buoy into the
water so that the buoy rope may be stretched
out straight, and then the anchor will fall clear
from entangling itself with the buoy rope, and
nothing else belonging to the ship will catch hold
of it when it runs down with the anchor. To
buoy up a cable, that is, to make fast a piece of
floating wood, barrel, or the like to the cable
somewhat near to the anchor that the cable may
not touch the ground. This we use in foul grounds
where we fear the cutting or galling? of our
cables. There are buoys also which do not
belong to ships, and these are left at an anchor
in the sea to show where any danger is of sands
or rocks; these are especially most needful to
be used where the sands do use to alter, or where
we can have no fitting landmarks [to direct our
course amongst sands, rocks and the like, and
in shoal waters where the channels betwixt the
sands are narrow. |

[Buoyant. When any thing is apt to float
above water of its own natural inclination we

1 Chafing. B, ‘ gawling.’

TPE GERMANS DICTIONARY 113

say ‘tis buoyant, be it cask, timber or what else
soever. The ship is very buoyant ; that is under-
stood when she is not deep in the water, as
when she wants ballast or other loading to
sink her with the water, and then she will not
be stiff enough to bear so much sail as is fit.
In this case we also use to say the ship is very
gocant.* |

A Butt. By this word taken indefinitely is
meant a vessel or cask, as a butt of wine, &c., but
in sea language, thus: a butt is properly the end
of a plank joining to another, on the outward
side of the ship under water. To spring a butt,
that is when a plank is loose at one end, and there-
fore they bolt, in most great ships, all the butt-
heads. By Obutt-heads is meant the end of the
plank.

The Buttock. The breadth of the ship right
astern from the tuck upwards; and therefore
according as she is built broad or narrow at the
transom or laying out of her stern, we say the
ship hath a broad or narrow buttock.

C

A Cable is a three-strand rope intended to be
sufficient for a ship to ride by at anchor, for
otherwise it is counted but a hawser,? for a great
ship’s hawser will make a small ship’s cable.
Cables have several appellations, as the anchors,
and are called the first, second or third, as they
grow in greatness, beginning with the last till
it come to the sheet-anchor cable. The best
cables are those which are made of the whitest
stuff, and therefore the Straits cables [cables which

1 Merry. H, ‘ jovant.’ 2 B, ‘ hassar.’

TE I

TA SIR HENRY MAINWARING

are bought in the Mediterranean, or the Straits
as tis commonly termed, | are the best [for
they are smaller and will hold much better than
our ordinary cables, the only fault is they are
so stiff that they will not bitt well]; the next,
the Flemish and Russian!; the last, ours. The
making a cable is termed the laying; as to say,
this cable was well laid. Serve the cable or plat
the cable is to bind some old rope, clouts, or
the like to save it from galling in the hawse.
Splice a cable is to fasten two cables together with
a splice. Cow a cable is to lay it up nai rolls
one above another. Cable tier is the cable so
laid up in rolls. Pay more cable, that is, when
they carry out an anchor and cable in the boat,
to turn over into the sea some cable that the
boat may row the easier, and the cable be slack
in the water. Pay cheap, that is, fling it over
apace. Veer more cable, that is, let more go out.
Shot of cable, vide Shot.

[Caburn is a small line made of spun yarn to
bind the cables or to make a bend of two cables, or
to seize the winding-tackles, and the like. ]

A Calm and Becalming is when, at sea, we have
not any wind, and then we add to it these epithe-
tons—flat, dead, or stark-calm. A calm is more
troublesome to a seafaring man than a storm, if
he have a strong ship and sea room enough. In
some places, as in the Straits, when it is an extra-
ordinary great storm with much wind and a
wrought sea, on the sudden there will be no wind,
but a flat calm, yet an extraordinary billow
which is wondrous troublesome and dangerous ;
for then having no use of sail to keep her steady
on a side, the great sea will make a ship roll so

1 B, ‘ Rowsie.’

ine eee VANS DICTIONARY 115

that unless she be a very fast ship in the water,
she will be in danger to roll her masts by the
board, or herself under water. Becalming is
when anything takes away the wind from another ;
as when one ship is close under the lee of another,
the windermost! ship doth becalm the leeward-
most ; also when we are near the land, which
keeps the wind from us, we say it doth becalm us.

To Camber, or Cambering. We say a deck
lies cambering when it is higher at the middle than
at either end, and so doth not lie upon a right
line. This word is most commonly applied to
the ship’s keel and beams, and other rounding
pieces in the ship’s frame. Camber-keeled is when
the keel is bent in the middle upwards, which
happens many times by a ship’s uneven lying
aground, when either her aftermost part or fore-
most doth not touch: but the most common
cause and the chiefest reason of cambering in
great and long ships is the sharpness of the hull
afore and abaft and the fullness of their floor
amidships, which having more breadth to bear
upon the water is harder to sink than both ends
before and abaft, which by reason of their sharp-
ness and great weight overhead, their rakes,
which overhang the ground-work, sink faster
into the water, and so that weight forces the keel
and whole work in the midships to give way
upwards, which is the main reason of these ships
cambering, [and this is the chief cause that the
King’s ships do decay in the harbour at Chatham
with long lying there at an anchor].

The Cap is that square piece of timber which
is put over the head of any mast, with a round
hole for to receive into it the topmast (or flag-

1 Windward-most.

116 SIR HENRY MAINWARING

staff) by which the topmast is kept steady ; for
if the head of the mainmast be too short, so
that the cap stand too near the heel or bottom
of the topmast, the topmast will never stand
steady ; and besides the weight of the topmast
will strain the head of the mainmast so much
that it will be in danger to spend it, or bear it
by the board. Every mast hath a cap, if it carry
another (or but a flag-staff), at the top.

Cap Squares are the broad pieces of iron
which belong to either side of the carriage of a
piece of ordnance, to lock over the trunnions of
the piece over which there is made fast an iron
pin with a fore-lock [passed through it], the use
whereof is to keep the piece from flying or falling
out of the carriage when it is shot off, the mouth
of it lying very low, or, as the phrase is, under
metal.

The Capstan: There are two kinds of caps
stans ; the first called the capstan, or the main
capstan, and is that piece of timber which is ever
placed right up and down next abaft the main mast,
the foot standing in a step on the lower deck and
the head being betwixt the two upper decks.
The parts are these—the foot, the spindle, the
whelps, the barrels and the holes for the bars, to
which also belongeth the pawl of iron. The use
of it is chiefly to weigh our anchors and generally
to hoist or strike-down topmasts, or to heave
in any thing of weight, as ordnance or the like,
or indeed to strain any rope that requires great
force. The second is a jeer-capstan® which is
placed in the same manner betwixt the main and
foremast, the use whereof is chiefly to heave
upon the jeer rope, or else to hold off by when

1 B, ‘ mettle.’ 2 B, geen

THR SEAMAN: S DICTIONARY 117

we weigh the anchor. At the foot of this there
are whelps placed in a lesser proportion, which
is to heave upon the voyol* for the help of the
main capstan in weighing a great anchor. Come
up capstan, that is, those at the capstan must go
backward and slacken the rope or cable which
they did heave at. In the same sense they also
use these words—Launch at the capstan, that is,
heave no more ; Pawl the capstan, that is, to stay
it with the iron pawl which, bearing against the
whelps, keeps the capstan from turning back.

- Capstan Bars are small pieces of timber put
through the barrel of the capstan, through square
holes of equal length of both sides, by which the
men do heave and turn about the capstan.

A Card, or Sea Card is a geographical de-
scription of coasts, with the true distances, heights
and courses, or winds laid down in it; not de-
scribing any inland, which belongs to maps. The
differences and uses of them will require a long
discourse, and they are set down in most books
which write of navigation, and therefore I leave
them to those books.

Careen. Careening is the best way of trimming
a ship under water, both for that the carpenters
may stand upon the scaffolds most commodiously
to caulk the seams or do any other thing that
shall be requisite; also for the saving of the
ground timbers, which, especially in ships of
great burthen and weight, must needs be much
wrung, though they be laid never so strong:
besides, it is a most necessary trimming for great
ships which are either old or weak built, and also
for any ships that have but small floor, and are
built so sharp under water that they will be in

1 B, ‘ voyall’; D, viall 3; often spelt ‘ viol.’

118 SIR HENRY MAINWARING

danger of overthrowing when they shall be brought
aground. This careening is to be done in harbour,
where the slower the tide runs the better : and it
is most commonly used in such places, where
there are no docks to trim a ship in, nor no good
graving places,! or else that it doth not ebb so
much that a ship may sew dry. For the manner
of careening it will be too long and unnecessary
to set down all the particulars ; in general, it is
thus : they take out all, or leave but little of the
provision, ballast, ordnance, or the like, in the
ship ; they? have a lower ship by her with which
she must be hauled down on the side and righted
again with tackles, yet with the weight of ballast
above, or below in hold, they do effect the chief
force of the business and so never strain the ship’s
masts much. Note that all ships are not ofa like
condition to careen ; for some ships will be very
hard to come down though they have no ballast
in them, and those are Flemings, built with two
standing strakes: these must have some weight
upon the deck to help them down and yet these
will right themselves very easy, and therefore
need not much in hold to help to right them.
Some (as our English built and the like) will come
down easy and be hard to right, and therefore
we keep somewhat in all these (to right them) in
hold; and having nothing on the deck, some
will come down easily and right themselves well.
Some will do neither, so that there is not one way
for all, but as we see the condition of the ship
we fit things and work accordingly. Any kind
of bringing the ship over to lie on one side, she
being afloat,’ is called careening, though it be but a

1 D, ‘ places to grave a ship on.’
2 D, ‘ and you must.’ s D on float:

Pater aMANS DICTIONARY 1109

few strakes ; as we say, she was careened three,
four or five strakes. If a ship lie down much
with a sail they will say, she sails on the careen.

Carlings are those timbers which lie alongst
the ship from one beam to another, which do not
only serve to help strengthen the ship, but on them
the ledges do rest whereunto the planks of the
deck are fastened.

Carling-knees are those timbers which come
thwartships from the ship’s sides to the hatchway,
which is betwixt the two masts. These do bear
upon them the deck on both sides the mast, and
on their ends do lie the coamings of the hatches.

A Carriage is that whereon we mount our
ordnance, the parts whereof are the two cheeks,
the axletrees, the bolts, the cap-squares, the hooks,
the fore-locks, the trucks, and the linch-pins} ;
vide every one of these in his proper place. The
fashion of those carriages we use at sea are much
better than those of the land, yet the Venetians
[and Spaniards] and divers others use the other
in their shipping. [I think it rather for that they
want good timber for to make them after the
fashion of ship carriages than that they approve
more of the field carriages, for only elm doth make
them, whereof they have none.] A piece carries
a shot well, that is, shoots far and right, which is a
sign that she is smooth [within] and well metalled.

A Cartridge is a bag made of canvas which is
reasonable good, being made upon a former, the
diameter whereof must be somewhat smaller than
the cylinder? of the piece, and of such a length
or depth as that it shall contain just so much
powder as is the charge of the piece. This is
wondrous necessary for our great ordnance [in

1 | Lins pins.’ 2 B, ‘sillender’ ; D, ‘ cilinder.’

120 SIR HENRY MAINWARING

fight both for speedy lading our ordnance] and
also for saving the powder, which is in danger to
be fired if in fight we should use a ladle [and
carry a budge-barrel about the ship]. These
cartridges are many times made of paper, parch-
ment, or the like, but are not so good as the other.
There are also other cartridges, or more properly
they are to be called cases for cartridges, which
are made of latten, in which we use to put these
other cartridges to bring alongst the ship so much
the safer from fire, till we put them into the piece’s
mouth ; which is a care that in fight there cannot
be too much diligence and order used.

[Carvells are vessels which go with mizen-
sails! instead of main-sails: They have three
mizens: the main mizen, which belongs to the
mainmast; the after? mizen and bonaventure
mizen as in some of the King’s ships; but they
have foremast and boltsprit rigged in every sort
like other ships. These will lie nearer the wind
than cross sails, but are not so commodious to
handle. We have here little use of them, and
therefore I speak not much ; but they are excellent
boats by a wind, and chiefly used by the Portugals.
There are some of a smaller sort, as many belonging
to Peniche,*? which have only mizens and sail
excellently well, and will lie within four points 4
of the wind. ]

[Carvell-work. The building of ships first
with their timbers and beams and after bringing
on their planks is called carvell-work to distin-
guish it from clinch-work. }

A Case is commonly made round of wood,
hollowed and fit for the bore of the piece, by which

1 I.e. lateen sails. 2 B, ‘ater’ ; H, ‘ offer.’
2 “ Penecha,’ on the coast of Portugal near Cape Carvoeiro.
‘Bisa pointi

MSPA MANS DICTIONARY 121

most conveniently we can put murdering shot
into the piece. We likewise use bags to the same
purpose, but they are not so convenient as wooden
cases, because they are apter to catch hold by the
way in the flaws of the pieces : also some call the
sheathing of a ship, the casing of her.

Case-shot is any kind of old iron, stones,
musket-bullets or the like which we put into
cases to shoot out of our great ordnance. These
are of great use and do much execution amongst
men that ply their small shot [upon the upper
deck] when we come near or lie board and board.

Caskets! are small strings made of sinnet,
flat. They are made fast to the upper part of
the yards, in little rings which they call grommets.
Their use is to make fast the sail to the yard when
we farthel it up. The biggest and longest are
placed just in the middle of the yard betwixt
the ties ; these make up the bunt of the sail and
are termed the breast caskets.

Cae the cat is a piece of timber fastened
aloft right over the hawse, and hath at the end
thereof two shivers wherein is reeved a rope with
a block, whereunto is fastened a great hook of
iron after the manner of a double tackle. The
use is to trice up the anchor from the hawse to
the top of the forecastle, where it is fastened with
a stopper. Cat the anchor is to hitch that hook
in the ring of the anchor.

Catharpings are small ropes which run in
little blocks, like a minim,? from one side of the
shrouds to the other near the upper? deck ; the use
whereof is to force the shrouds tauter for the
better ease and safety of the mast in the rolling

1 Now usually spelt ‘ gasket.’ 2 “ Mynom.’
3 This word is omitted in D.,

T22 SIR HENRY MAINWARING

of the ship. They are only used to the main
shrouds and fore shrouds : also at the setting on
of the puttocks of the shrouds they are used,
but here they are ever made fast and do not run
in blocks.

Cat-holes are two little holes above the gun-
room ports astern, for this use :—that when we
have occasion to heave the ship astern by a stern-
fast they bring in the cable, or hawser, by them
to the capstan. The stern ports are not so good
because they lie not so even with the capstan.

Caulk. Caulking is the driving of oakum <
spun hair, and the like into all the seams, rents,
and trenails throughout the ship, without the
which it is impossible for a ship to be made tight
to swim and keep out water.

Chafe or chafing is when any rope is galled
or fretted ; as we say, the cable is chafed in the
hawse, or when a rope rubs against anything
which is not smooth and even, we say it will
chafe the rope.

Chains. By naming the chains of a ship
indefinitely is meant those chains to which the
shrouds are made fast on the ship-sides; also
those which belong to the top-mast shrouds are
called chains. In fight we use to sling our yards
in chains, for fear lest the ties should be cut and
so the yards fall down, and these chains are called
slings.

Chain-Wales is a broader timber (set on the
outside of the ship) than the ordinary wales, and
is made so of purpose to spread out the shrouds
wider, that they may the better succour the mast,
[for the more the shrouds are kept out from the
lower part of the mast, by so much the more

1‘ Ockham,’

TA SPAMANS DICTIONARY 123

power, force, and aptness they have to keep the
mast steady, as is obvious and plain to sense].

A Chamber is a charge made of brass or iron
which we use to put in at the breech of any
murderer or fowler, and contains just so much
powder as is fit for to deliver away the murdering
or case shot contained in that piece: also the
chamber of a great piece of whole ordnance is
counted so far or so much of it as doth contain
the whole charge it hath.

Channel. By channel is meant the deepest
part of any river or harbour’s mouth; as when
we say steer in the channel, is meant the deepest
part of the river. In places where there are loose
sands the channels do alter much according to
extraordinary winds which come and drive the
sands with the sea, sometimes on one side, some-
times on the other ; as when I came into Mamora !
the channel lay E.S.E. and W.N.W., but in two
months after, by reason of a fresh shot ? it changed
to lie in E.N.E. and W.S.W., which is five points
of the compass [difference]. Sometimes we also
call narrow seas channels, as the English Channel
betwixt France and England and Saint George’s
Channel betwixt England and Ireland: but being
in those seas, if we say steer into the channel it is
meant in the middest of the sea.

Charge. We use to say, charge a musket, but
load or lade a piece of ordnance. A ship of great
charge is commonly meant by a ship that draws
much water, and sometimes for an unwieldy ship
that will not wear or steer, for then she is dangerous
and chargeable upon a lee shore : also every man’s
office in a ship is called his charge.

Chase. When a man-of-war doth follow any

1 Mehedia, on the coast of Morocco. 2 Freshet.

124 SIR HENRY MAINWARING

ship out of his course, or else when any other ship
doth alter her course so as to use all the means
they can to fetch up and speak with another ship,
we call that chasing : and the ship so followed we
call the chase, as (meaning by her) we say, the chase
stands thus, or the chase hath taken in her top-
sails, or the chase is struck a hull, &c. There is
a great experience and judgment?! to be used in
chasing, for though two men be equally mariners
and know how to sail and direct the ship [alike],
yet if one be a practical man of war? and the other
not, the man of war will do much better. The
pretence in any chasing is to make the shortest
way of it that they can; which is by judging
of the chase’s course so to shape yours that you
may meet in the nearest angles. There is no
certain rule for chasing, for we must many times
be ruled by the condition of our ship; as if the
chase clap close by a wind, it being a head sea,
and the man of war’s ship be a short ship that
beats ° much into the sea, and a leeward ship, then
if he clap close by a wind his ship will make no
way and therefore he must go a little more large,
though he chase under the lee of the other [that
he may fore-reach upon]. In chasing we always
covet to get to windward in respect that it is
advantage in fight, and for that we cannot board
a ship, being to leeward ; but sometimes, as if it
be towards night, to keep sight of the ship or the
like, we_must be content to come under his lee
and get as near as we can. The stern chase; that
is, when we follow her right astern, and she and
we go right upon one point of the compass [and

1D reads: ‘There is great skill and judgment (which is
gained by practice and experience).’

2 Here used in its literal and apparently original meaning.

2 D; H, ‘ bears’; Z; beats offfgoo_

Tie SPAMAN S DICTIONARY 125

this is the longest chase, that is the longest time
spent before we can fetch her up]: to lie with
her fore-foot is the nearest and shortest ; that is,
as you would say, to lie just across her way, so
that both keeping on their courses they shall meet
at a certain point. Chase pieces are those which
lie right forward or right aftward on. When we
say that a ship hath a good chase indefinitely, it
is meant of her chase forward ; and that is when
she is so contrived that she can carry many
pieces to shoot right forward, for to the other
they ever use to add the word stern chase. The
pieces of ordnance which lie right forward on
are called chase pieces.

Cheeks are two pieces of timber which are
fitted on each side of the mast from beneath the
hounds to the upper end of the mast, and they
are made of oak to strengthen the mast there-
abouts, both for the bearing of the topmast and
hoisting the yard. In these are the hounds made
for the ties to run in. The knees which fasten
the beakhead to the bow of the ship are called
cheeks: also the sides of any blocks are called
the cheeks. Likewise the sides of the carriages
where the trunnions of the pieces do lie, are
called the cheeks of the carriages.

Chess-trees are the two small pieces of timber
with a hole in them in which the main tack doth
run, and to which the tack is hauled down. These
are placed a little abaft the loof of the ship; the
one on the one side, the other on the other.

Chinching is, as you would say, a slight caulking
and is most used when we are at sea and suspect
foul weather so that we may take in water at
the ports. We use to command the carpenter
“Lo chinch the ports; that is, to drive a little
oakum into the seams of the ports which may

126 SIR HENRY MAINWARING

be done, to serve turn,! either within board or
without board.

Choke. When a running rope sticks in the
block either by slipping betwixt the cheek and
the shiver; or by any other occasion that any-
thing be got about it; or that it have a kink so
that it cannot run and be hauled through; we
say the block is choked.

[Clamps are those thick timbers which lie
fore and aft, close under the beams of the first
orlop, and do bear them up at either end, and are
the same that the risings are to the other decks ;
vide Risings. |

A Cleat is a small wedge of wood fastened
on the yards to keep any ropes from slipping by
where that is fastened. There are also divers
other uses of it, as to keep the earing of the sail
from slipping off the yard.

Clew. The clew of a sail is the lower corner
of the sail, which reaches down to the place where
the tacks and sheets are made fast to the sail,
and it is counted that part which comes goring?
out from the square of the sail towards the lower
corner. When a sail is much goring then she
hath a great clew; when a little goring then she
hath a little clew. When it is cut night square
then it hath no clew and yet that lower corner
of the sail shall retain the name of the clew of
the sail. A ship spreads a great clew; that 1s,
hath very broad yards and so spreads much
canvas. It is good to allow a good clew to a
main sail, for by that means the tack will come
the better aboard, and the sheet will come farther
aft, whereby the sail will hold more wind.

Clew garnet is a rope which is made fast to

1 To suffice for the purpose. 2 Vide s.v.

THe SPAMAN S DICTIONARY 127

the clew of the sail and from thence runs in a
block which is seized to the middle of the yard
[and so cometh down near the mast to the deck];
the use whereof is when we farthel our main
sail or fore sail (for the name of clew garnet doth
only belong to the clew lines of those two sails)
then this rope doth haul up the clew of the sail
close to the middle part of the yard.

Clew-line. This is the same to topsails, top-
gallant sails and spritsails that the clew garnet
is to the mainsail and hath the very same use.
Note in foul weather and gusts, when we take in
our topsails we haul home the lee clew-line first,
because the sail will be taken in so much the easier.

To Clinch is to batter or rivet a bolt’s end upon
a ring, or turn back the end of any nail so as to
make it fast at that end which is driven through ;
we also call that part of the cable which is seized
about the ring of the anchor the clinch of the cable.

A Clincher is a small ship, bark, or boat whose
planks and boards are landed over one another
and clinched or nailed one through another with
nails and roves;! whose outsides are berthed
or wrought up without timbers framed, as we do
in other ships, which work is called carvel work.

Clothe. We say a sail doth clothe the mast
when it is so long that it touches the gratings
or hatches, so as no wind can go betwixt the sail
and the hatches or gratings. Wesay a ship spreads
much cloth; that is, when she hath broad sails.

Cloyed. When there is anything got into the
touch-hole or breech of the piece so that the
priming-powder cannot come to give fire to the
rest, we say the piece is cloyed.

1“ Rooves ’; small metal plates on which the nails are
clinched down,

128 SIR HENRY MAINWARING

Coaks! are little square things of brass with
a hole in them, put into the middle of some of
the greatest wooden shivers to keep them
from splitting and galling by the pin of the block
whereon they turn.

Coamings. The coamings or coaming of the
hatches, or the gratings, is that piece of timber
or plank which bears them up higher than the
decks so as that they do not lie even with the
deck; the uses whereof are to keep the water
from running down at the hatches and to give
some ease for men to stand upright betwixt the
lower decks, if the decks be low and near together ;
and also in the coamings they may fit holes for
to use muskets and to serve for a close-fight.

[Coats. Those pieces of tarred canvas which
are put above the masts at the partners, and the
pumps at the deck, that no water may run down
by them, are called coats. The same is used to
the rudder-head. ]

A Coil or a cool of ropes S a rope laid up
round, one fake over another ; as a coil of cable,
that is, a cable coiled up. But sometimes the
word coil is taken for a whole rope coiled, so that
if half the rope is cut away, they say there is
but half a coil of that rope.

To Coil is to lay the fakes of a rope round over
one another so that when occasion is they may
run out smooth without any kinks and also lie
handsomely in the ship; and many of the small
running ropes, as the braces, topsail halliards, or
the like, we hang up at the ship’s sides when they
are so coiled. It is a manner at sea every night
when they set the watch, to coil up all the ropes

1 D, ‘ cockes.’
2“ Quoyle’ ; in the original placed under ‘ Q.’

WE SeAWVAN SS DICTIONARY 129

in order that so they may have them all clear to
come by in the night, if they have occasion to use
any of them.

The Collar is that rope which is made fast
about the beak-head, whereunto the dead man’s
eye is seized unto which the main stay is fastened.
There is also a rope about the mainmast-head
which is called a collar or a garland, and is there
placed to save the shrouds from galling.

The Comb is a small piece of timber set under
the lower part of the beak-head, near the midst,
with two holes in it; and is just in the nature
and hath the same use to the fore tacks that the
chess-trees hath to the main tacks; which is,
to bring the tack aboard.

Compass is that movable instrument with a
fly t whereon are described the 32 points or winds,
by which we direct and steer our courses at sea.
The fashion is known to all, and for the uses they
are handled at large in many books which write
of navigation. There are three kinds; first the
plain meridional compass, which is the ordinary
one; the second a compass of variation, which
shows the variation of the compass from the
true north and south ; the third is a dark compass,
which, being but an “ordinary compass in use, is
only so called because the fly hath the points
described with no colours, as the other are, but
only black and white, being most convenient to
be seen when we steer by night without any light
but only sky-light.

To Cond or Cun. I think this word comes of
conducere in Latin, for it imports as much as to
lead or direct the ship which way she shall go ;
it is commonly pronounced thus: cun the ship,

1 Card.

II. K

130 SIR HENRY MAINWARING

which implies as much as to direct him at the
helm how to steer. In long courses when we are
off at sea there is not so much heed taken of it,
for then they direct their course upon a point
of the compass and so let him at the helm look to
steer right on that point ; but in chases and narrow
channels, where the course lies not directly upon
a point of the compass, there the master, mate,
or some other standing aloft doth give direction
to him at the helm and this we call conding or
cunning. Sometimes he who conds the ship will
be speaking to him at helm at every little yaw;
which the sea-faring men love not, as being a kind
of disgrace to their steerage ; then in mockage 4
they will say, sure the channel is narrow he conds
so thick, whereby you may gather that in narrow
channels it is necessary and useful to cond thick
[because the points and shelves do lie so near
that there cannot a long time be given for a ship
to run ? on, lest she should miss working]. Note
that according as the ship’s sails are trimmed
either before or by a wind so they use several
terms [in conding]; and to use others were
improper and ridiculous amongst them. If the
ship go before a wind or (as they term it) betwixt
two sheets, then he who conds uses these terms
to him at the helm: starboard, larboard, the helm
amidships. Note that when we say starboard,
the meaning is that he must put the helm to the
starboard side, and then the ship will go to lar-
board, for the ship doth ever go contrary to the
helm. If the ship go by a wind, or quarter winds,
they say aloof or keep your loof, or fall not off,
wear? no more, keep her to, touch the wind, have a

1 Obsolete form of ‘mockery’; H reads ‘ mocking.’
2 H, ‘ come.’ 3 D, H, ‘ veer.’

THAR sea AN'S DICTIONARY 131

care of the lee-latch; all these do imply!ithe-same
in a manner, and are to bid him at the:helm
to keep her near the wind. Ease the helm; no
nearer, bear up; these words do appoint him
to keep her from the wind and make her go
more large or right before. Some speeches are
common to both; as steady, that is, keep the ship
from going in and out, but just upon the point
that you are to steer, and as you go, and such like.

Cook Room. The cook room is the place
where they dress their victuals, and this room is
to be placed in divers parts of the ship according
to the ship’s employment. In Merchantmen,
who must employ all their hold for the stowing
of their goods and so stow their victuals betwixt
the decks, it is best to have the cook room in the
forecastle, especially being contrived in furnaces
for the saving of wood in long journeys; as also
for that in fight they bring their stern and not
their prow to fight, and therefore it will be the less
discommodity to them: besides they do not
carry so much ordnance forward on, and therefore
the weight of the cook room is not so offensive.
But in a man-of-war it is most inconvenient to
have it in the foreship or forecastle. My reasons
these :

(x) It will (be it placed as well as can _ be)
hinder the use of the ordnance.

(2) It will lie over the powder.

(3) Bemg a man-of-war pretends to fight
most with his prow, that part is likeliest to
receive shot, which if any chance to come amongst
the bricks of the cook room they will spoil more
men than the shot; and besides the cook room
itself for that voyage is spoiled, there being no

1 “no neere.’

132 SIR HENRY MAINWARING

means to repair it at sea, and then they must
needs use another, so that I think no man of
discretion will commend or use that for most
sufficient which is most subject to be destroyed
and cannot be repaired.

) A man-of-war ever carries much ordnance
there, and therefore it is fit to avoid (as much as
may be) any weight that may charge her fore-
ship.

G It is dangerous for nanet tie, shige
for being made up to the ship’s sides so that men
cannot go round about it, in long continuance and
much heating they may fire the ship unawares.

(6) It takes away the grace and pleasure of
the most important and pleasantest part of the
ship ; for any one who comes aboard a man-of-
war will principally look at her chase, being the
place where the chief offensive force of the ship
should lie.

And to conclude, I do not know any commodity
it can give to a man-of-war; wherefore in my
opinion the best placing the cook room is in the
hatchway, upon the first orlop (not in the hold
as the King’s ships do, which must needs spoil
all the victuals with too much heating the hold,
or at the least force them to stow it so near the
stem and stern that it must needs wrong and wring
the ship much and lose much stowage). It being
there placed, as it doth avoid all the former in-
conveniences both of the hold and the forecastle,
and yet shall be as serviceable ; so hath it this
benefit more—that it doth wonderfully well air
the ship betwixt the decks, which is a great
health unto the company. But if I were to go
to sea as a man-of-war I would have no cook

1 I.e. setting her on fire.

THB SEPEAMANIS DICTIONARY 133

room at all but such a one as I would contrive
to be removed and struck! down in hold if I
list ; and yet it should waste no more wood than
these do, and dress sufficient victuals for the
company and roast or bake some competent
quantity for the Commander or any persons
of quality.

Cordage. All kind of ropes belonging to
the rigging of a ship is by a general appellation
called cordage.

Counter is the hollow arching part in the ship’s
stern, betwixt the transom and the lower part
of the gallery, which is called the lower counter ;
the upper counter is from the gallery to the lower
part of the upright of the stern.

Course is taken for that point of the compass
which the ship is to sail upon; as to say, the
place we must now go to lies East, we then direct
our course East. Alter the course, that i is, sail upon
another point of the compass ; mistake the Course,
that is, not to know how the land lies or which
way to go. Also main course and fore course,
mizen course are the sails without the bonnets.
Note all ships of great burden have double courses
to hold more wind and give the ship more way
in a fresh gale, but in an easy gale they hinder,
as do all things that are weighty overhead.

A Crab is an engine of wood with three claws
placed on the ground just in the nature of a
capstan, being placed and most commonly used
where they build ships for the launching out or
heaving in of a ship into the dock or off the quay.

A Cradle is a frame of timber brought along
the outside of the ship by the bilge, wherein they
do launch ships for their greater safety. In

1 ‘ Strooken.’

134 SIR HENRY MAINWARING

Spain and other places they use to trim all their
[great] ships in them.

Craft is any kind of nets or lines or hooks to
catch fish, for at sea they will say, when they
have lost their lines or nets, that they have lost
their craft. We all call small vessels as ketches,
hoyes, crays and the like, small craft, and he that
sails in them we say ke uses small craft.

Crank. We say a ship is crank-sided when
she will bear but small sail, and will lie down
very much with little wind; the cause thereof
is that her breadth! being laid too low she hath
nothing to bear her up when once she begins to
heel. We also say she is crank by the ground when
she cannot be brought aground but in danger to
overthrow ; the reason whereof is she hath no
bilge to bear her, her floor being laid too narrow.

Cringles are little ropes spliced into the
bolt-ropes of all sails belonging to the main and
fore mast, unto [those which are put to the sides
or leech of the sail] the bowline bridles are made
fast ; and [those which are put to the bottom of
the sail are] to hold by when we shake off [or lace
on] a bonnet.

Cross-bar is a round shot with a bar of iron
(as it were) put through the middle coming out
at both ends some 6 or 8 inches more or less.
This will not fly so far as a round shot but further
than a langrel or chain shot: it is very good
to use in fight, for the cutting and spoiling of
ropes, sails, yards and masts; as also to do
execution amongst men where they stand plying
their small shot ; but it is not used under water
for that it will hardly go through a good ship’s
sides unless it be used out of very great ordnance.

1 I.e. greatest breadth amidships.

THE SEAMAN’S DICTIONARY 135

[Cross-jack is a yard at the upper end of
the mizen mast under the top and there is
slung, having no halliards nor ties belonging to it ;
the use whereof is to spread and haul on the
mizen-topsail sheets. ]

Cross-piece is the great piece of timber which
goes across the bitt pipes, and is that whereunto
we belay the cable.

Cross-trees are those cross pieces of timber
which are set on the head of the mast [being
bolted] and let into one another very strong.
In a general appellation all those four! pieces,
being so made and put together, are called the
cross-trees, but in truth and more strictly only
those two pieces which go thwart ships are called
cross-trees and the other which go longst ships are
called trestle trees,2 the use whereof is to bear
and keep up the topmast; for the foot of the
topmast is fastened in them so that they bear
all the stress. These also do bear upon them the
tops, and do necessarily belong to all masts which
carry any other top or flagstaff at the head.

Crow-feet are those small lines or ropes which
stand in 6, 8, Io or more parts, being so divided
and put through the holes of the dead-man’s-eye.
They are of no necessity, but only set up by the
boatswains to make the ship show full of small
rigging, and are placed to the bottom of the back
stays of the fore-topmast, spritsail-topmast, mizen
topmast and the topgallant masts.

Cubbridge-head is the same that is a bulk-
head, only that we use this word to the bulkhead
of the forecastle and the half deck, which we call
the cubbridge head afore or the cubbridge head
abaft.

1 ¢ Fore.’ 2 í Tressell.’

136 SIR HENRY MAINWARING

Culver-tail is a manner of letting one timber
into another so as that by no means they can
slip out. All the carlings have their ends so let
into the beams.

[Cunting. The hollow concavity betwixt the
strands of the ropes is called the cunting. It is
chiefly perceived in three-strand ropes, for ropes
made of [many] strands lie smoother together and
closer, so that ’tis little perceived. The ties are
always made of four-strand ropes because they
are smoother to run in the hound than three-
strand ropes. Worm the cable in the cunting:
vide Worming.]

Cut. This word is used in this sense: cut the
sail; that is, when men are aloft upon the yard,
the mainsail or foresail being farthelled+ up they
must let it fall down. When a sail is well fashioned
they say it is well cut. Cut the cable in the hawse ;
that is most commonly used when we ride in
some storm and desire to set sail, but cannot stay
the weighing of the anchor for fear of driving too
much to leeward, or the like. Generally when
upon any occasion we cannot stay to weigh the
anchor then we cut the cable in the hawse to
save as much as we can of it. In extraordinary
occasion, either at an anchor or at sea, we some-
times cut the masts by the board; the cause at
an anchor is when the storm increases so that the
power which the wind hath upon the rigging and
the masts doth force her anchors to come home,
or else endanger the breaking of the cable; then
they cut down the mast. But if there be only
a great sea-gate and little or no wind, then it is
to no purpose to cut the masts for they do little
or no hurt. This happens in many places where

1 Furled ; B ‘far’led.’

hirer VANS DICTIONARY 137

the wind doth not blow home as at Santa Cruz
in Barbary where some have rid such a road?
that the sea hath broke over their foretop and
yet not a breath of wind. At sea they cut the
masts on these occasions, when an extraordinary
gust or storm hath so laid the ship on side that
there is no hope that she can right again, and so
would quickly be overset or filled with water.
Then in cutting the mast, first cut the lee shrouds,
for else when the mast is overboard it will be
hard cutting them, and the end of the mast may
chance to beat out the ship's side. Next cut a
little into the weather side of the mast, and then
cutting the weather shrouds the mast will instantly
and without danger fall overboard. Likewise at
sea in a great storm where the ship rolls much,
if the partners give way the mast will roll out
the ship’s sides. In this case also, if they cannot
be mended, the mast must be cut by the board.

Cut-water. The cut-water is the sharpness of
the ship before, which doth (as it were) cut the
water and divide it before it comes to the bow,
so that it may come by degrees and not too
suddenly to the breadth of the ship, otherwise the
ship would beat so full against the water that she
would make but little way ; and therefore many
times when a ship is too bluff we put-to a false
stem, and as it were lengthen her forward on ; and
this we call a cut-water, which will not only
make her sail better but also make her keep a
better wind and not to beat so much against a
head sea.

The Cylinder.2 The bore or hollow concave
of a piece of ordnance is called the cylinder.

1 J-e, at an anchor.
2“ Sillinder ’’; found under ‘S,’ but in B and Z only.

138 SIR HENRY MAINWARING

D

The Davit is a piece of timber having a notch
at one end whereon they hang a block by a strap ;
and this is only used to hang that block on, which
is called the fish block, by which they haul up
the fluke of the anchor to the ship’s bow or loof.
It is shifted to either side as they have occasion,
and is not made fast to the ship, but laid by till
it be used. It is put out betwixt the cat and the
loof. Launch out or launch in the davit; that is,
put it out or in. Also the boat hath a damit
which is set out over the head of the boat with a
shiver into which they bring the buoy rope to
weigh the anchor, and it stands in the carlings
that are in the boat’s bow.

Dead-men-eyes are a kind of blocks wherein
there are many holes but no shivers, wherein the
lanniers go that make fast the shrouds to the
chains. The main stays in some ships are set
taut by lanniers in dead-men-eyes, but most great
ships use double blocks. The crow-feet do reeve
through dead-men-eyes.

[Dead-water. The water which is the eddy
water at the stern of the ship is called dead-water ;
and therefore we say a ship holds much dead-water,
that is which hath a great eddy following her at
the stern or rudder, and this may be called dead
because it doth not pass away with that life and
quickness as the other doth. Note that if a ship
hath much dead-water it is a sign that she is not
well wayed (? aftward) on, and by this we judge
of the ship’s sailing, for no ship sails swift or well
that hath much dead-water astern.]

Deck. ‘The deck is that floor of plank where-
on we place our ordnance. It lies upon the beams.
They are called by the name of first, second or

TAB SEAMAN:S DICTIONARY 139

third deck, beginning at the lowest: also there is
the half deck, that is the deck which is from the
mainmast to the steerage!; and quarter deck,
which is from the steerage aloft to? the master’s
cabin. There is also the spar deck, which is upper-
most betwixt the two masts, and is made very
slight, with a netting or slight boards towards the
sides of the ship, and a grating in the midst.
Also the decks are called by the name of orlops,
as they use to say, the first or second orlop. A
flush deck, or as they use to say, a deck flush fore
and aft; that is, when from stem to stern it lies
upon a right line without any fall. Note that the
best contriving of a man-of-war is to have [the
decks flush and to have] all her ports on that
deck on an equal height so as that every piece
may serve any port: the reasons are, for that
the decks being flush, men may pass fore and aft
with much more ease for the delivering powder
and shot, or relieving one another, but chiefly for
that if a piece or two be dismounted by shot in
any place where there is a fall, another cannot be
brought to supply its place; besides this dis-
commodity, that by disjoining the equal bearing
part of the ship the ship is much weakened, and
also it loseth much stowage in the sternsheets :
yet there may be some use of these falls to a mer-
chantman for his defence, who may fit a close-
fight out of every fall ; and though he lose one part
of his deck, yet he may still keep more to be gained
from him. The deck cambers, that is, when it doth
not lie flat, but compassing. To sink a deck, or to
let fall a.deck, is to remove it and place it lower.
To raise a deck is to put it higher above water.
The making of a deck is termed the laying of a deck.

1 H reads ‘ stern.’ 2 H reads ‘ over.’

140 SIR HENRY MAINWARING

Deep-Sea-Lead is the lead which is hung at
the deep-sea-line to sink it down, the weight
whereof is commonly 14 pounds. This has some
white hard tallow laid upon the lower end of it
which brings up the ground, and so by the differ-
ences of the ground we know where and upon what
coast we are [it being in such places as the sounding
and ground is formerly known]. But in oozy
ground we use a white woollen cloth upon the lead
with a little tallow, without which cloth the ooze
would not stick unto the tallow.

Deep-Sea-Line is a small line with which we
sound in deep waters to find ground; and so
according to the depth and ground in many
known places, as in the coming into our Channel
and many other places, when we can see no land
yet we know where we are.

[To Disembogue is as much as to say, to
come out of the mouth of any gulf, which being
large within may have some strait or narrow
coming out; being used thus :—when they come
out of the West Indies betwixt Cuba and Cape
Florida, which is the strait whereout the current
doth set, they say they disembogued out of the
gulf; but it is not used for the going out of a
harbour or the lke. ]

To Dispert. Disperting is the finding out of
the difference of the diameters of the mers
betwixt the breech and the mouth of any piece
of ordnance, by which we know what allowance
to give to the mouth of the piece (being ever less
than the breech) that thereby we may make a
just shot. There are divers ways, but the plainest
is the surest and best, which is by putting in a
straw, or small stick, at the touch-hole to the
lower side of the concave or cylinder of the piece,
and then apply it in the same manner to the mouth

Pit SPAMAN S DICTIONARY 141

and it will exactly show the difference of the
thickness of the metal at the breech and mouth
of the piece.

Dock. There are two kinds of docks: a dry
dock, which is made with flood gates to keep out
the tide, in which we build ships and repair them,
wherein they sit without danger and harm: the
other is a wet dock, which is any creek or place
where we may haul int a ship out of the tide’s way
in the ooze; and there, when a ship has made
herself, as it were, a place to lie in, we say the
ship hath docked herself.

A Drabler, vide Bonnet, for this is in all
respects the same to the bonnet that the bonnet
is to the course. This is only used when the
course and bonnet are too shoal for to clothe the
mast. Some small ships which are coasters (and
therefore are for most convenience to have short
courses) do use two drablers.

Drags. Anything that is hung over the ship
in the sea, as shirts, gowns and the like, as also
the boat in that respect, all which do hinder the
ship’s way under sail, are called drags.

Draught. By draught in water is meant so
many foot as the ship goes in water. [A ship
draws much water, that is, goes deep in water. ]
A ship of small draught ; that is, draws but little
water. Note that ships of great draught are com-
monly wholesome ships in the sea, and ships of
little draught commonly go best but roll most.
The first is best for a long voyage [if it be not upon
a shoal coast], the last for a discovery.

[A Dredge is an engine wherewith they take up
oysters out of the sea, being made of a frame of
iron sharp at the bottom, and a very strong net

1D and H read ‘lay.’

142 SIR HENRY MAINWARING

of a small compass fastened to it to contain the
oysters or anything else which the iron rakes off
the ground. ]

To Dredge, or Dredging, is to take a little
grapnel, which being hung over the boat’s stern,
we let down to drag upon the ground to find a
cable which hath been let slip, unto whose anchor
there was no buoy; for this, passing along the
ground as the boat doth row, will catch hold of it
if it meet with it. :

[A Drift Sail is a sail used under water, being
veered out right ahead, having sheets to it; the
use whereof is to keep a ship’s head right upon
the sea in a storm; also it is good where a ship
drives in fast with a current, to hinder her driving
in toot fast; but it is most commonly used by
fishermen in the North Sea. The manner of it is
thus : fasten the head of it to some yard, and at
either clew hang a chamber or some competent
weight which may sink the sail downright, but
not to be so heavy as to sink the yard. ]

Drive. We say a ship drives when we let fall
the anchor and it will not hold the ship fast, but
that she falls away with the tide or wind; for
which we have no help but to veer more cable, for
you must note that the more cable is out the faster
and surer the ship will ride, or else to let fall more
anchors. Also when a ship is a-hull or a-try,?
we say, She drives to leeward, or drives in with the
shore, and the like, according to the way she makes.

Duck-up. This term is used with the clew-
garnets and clew-lines of the mainsail, foresail
and spritsail, when as the mainsail or foresail
doth hinder his sight forward that steers, or any

1D, H, ‘so.’

2 Lying to under bare poles (a-hull), or with a minimum
of sail set (a-try).

PRE SPAMAN'S DICTIONARY 143

the like occasion. And to the spritsail most
commonly when we make a shot with a chase
piece, for the clew of the spritsail will hinder the
sight, and being not ducked up will be shot away,
so then we say, duck up the clew-lines.

E

Earing is that part of the bolt-rope which at
all the four corners of the sail is left open, as it
were a ring. The two uppermost are put over
the ends of the yards or yard arms, and so the
sail is at those two ends made fast to the yard.
Into the lowermost the tacks and sheets are
seized, or (as the more proper term is) they are
bent unto the clew.

To Ease. This word is used in the same sense
at sea as otherwise we use the word slack, for
generally when we would have any rope slacker
and not so hard strained, we say ease tt; as ease
the bowlines, sheets, &c. Only, when the tack
should be slackened, the proper term is Zet rise
the tack, which is a very fit term in respect that
the tack being loosed it rises up from the chess-
trees unto which it was hauled close.

An Eddy is the running back of the water in
some place contrary to the tide, and so falling
into the tide again, which happens by reason of
some headland or great point in a river coming
out suddenly, and so hindering the full passage
of the water, which it had in the channel before
it came to this point. [So the eddy-water which
hangs astern at the rudder of a ship under sail is
so much the more by how much the ship is made
fuller and her work not carried by even proportions
in her run, which is a cause that she cannot sail so
swift as otherwise she would.]

144 SIR HENRY MAINWARING

An Eddy-wind is that wind which recoils or
returns back from any sail, house, or the like,
going contrary to that wind whence it proceeds,
but is never so strong as the other.

End for End. That is a term used when any
rope doth run all out of the block so that it is
unreeved ; or as when a cable or hawser doth
run all out at the hawse, which may happen either
of purpose to save the cable or by chance when
coming to an anchor, if they should miss laying
on the stoppers, or that the stoppers should break ;
then they say the cable at the hawse is run out
end for end.

Enter. To enter is to come into aship; but
in fight they must be careful to clear the decks
with fire pots or the like, if it be possible, from the
trains of powder before men do enten for at
happens many times that there are more men
lost in a minute by entering than in long fight
board and board; and therefore being so dan-
gerous it is fit that men should be well advised
first, though many times if a ship is not well
provided of close fights it is the speediest and
safest way of taking her.

Entering Ladder. Of these there are two sorts;
the one which is used by the ship’s side in harbour
and fair weather, with entering ropes to it; this
is all made of wood. The other is made of ropes,
with small staves for steps, which is hung over
the gallery for entering out of the boat in foul
weather when, by reason of the ship’s heaving
and setting, they dare not bring the boat to the
ship’s side for fear of staving.

Entering rope is the rope which hangs by the side
of the ship in the waist where men do usually come
aboard the ship out of a boat, but it istaken generally
for any rope which is given a man to enter by.

THE SEAMAN’S DICTIONARY 145

Eyes. The hole wherein the ring of the anchor
is put is called the eye of the anchor; also the
compass or ring which is left of the strap where-
unto a block is seized, is called the eye of the strap.

Eylet-holes! are those round holes alongst
the bottom of those sails unto which do belong
the bonnets ; and the bonnets have the same for
the drablers. They have a little line sewn about
them to make them strong, and serve for no other
use but to receive into them the latchets of the
bonnets, or drablers, with which the bonnet is
laced to the course and the drabler to the bonnet.

F

A Fake is one circle of any rope or cable that
is coiled up round; and so, when we veer out a
cable, they many times ask to know how much
is left behind within-board: how many fakes
ane lett:

Fall-off. When a ship under sail doth not
keep so near the wind as we appoint, we say that
the ship falls off. This happens many times
by the negligence of the steersman ; but some-
times the fault is in the ship, which happens
either because she may be too light ahead or that
her masts may be stayed too forward on, for these
two things make a ship’s head fall from the
wind.

Falls. When we mention the falls of a ship
(as to say a ship hath a fall, or many falls) it is
meant by the raising or laying some part of the
deck higher or lower than the other; also the
small ropes which we haul by in all tackles is
called the fall of the tackle; as to say, overhaul

1B: i Nett: Dis Eylot.’

II. L

146 SIR HENRY MAINWARING

the fall of your main tackle, or clear the fall of
your tackle. Only the winding tackle hath no
fall.

To Farthell} or Farthelling a sail is when we
wrap up a sail close together, and so bind it
with the caskets to the yard; but towards the
yard-arm we use rope yarns, for the sail is not
very weighty. This manner we use only to the
mainsail, foresail and spritsail.

Farthelling Lines are small lines which are made
fast to all the topsails, topgallant sails, and also
the mizen yard-arms. The mizen hath but one ;
the other? one, on either side. By these sae
farthell those sails; but the topsails have not
the bunt bound up to the yard as the main and
foresails have, but is laid on the top and so bound
fast to the head of the mast. This we call stowing
the topsail.

[The Fashion Pieces are the two timbers which
describe the breadth of the ship astern, and are
the outwardmost timbers of the ship’s stern on
either side (excepting aloft where the counter
is connected ad]

Fathom. A fathom- is six feet, whiew
though every one know, I set down to give notice
that we measure the length of all our ropes by
fathoms, and not by any other measure, as we
do the compass of the ropes by inches, for we
say a cable or hawser of so many fathom long
or so many inches about; also we reckon in
sounding by fathoms.

Fender Bolts: for this vide Bolts.

Fenders are any pieces of old cables, or ropes

1 Sometimes spelt ‘ furthell.’ Apparently ‘ furl’ is a con-
traction of this word.

2 J.e. the topsails and topgallant sails.

3 Dand H read ‘ counted.’ 4 Eadom s

PHE SPAMANS DICTIONARY 147

or billets of wood, which are hung over the ship’s
side to keep another ship or boat from rubbing
on the ship’s side, that they may not break her
bends or rub off the stuff when she is new trimmed.
Boats have the same to keep them from much
beating against the ship’s side. In the boat
the men have also little short staves which they
call fenders: hence we say, fend the boat; that
is, save her from beating against the ’ ship’ S
side.

Fid is, as it were, an iron pin made tapering
and sharp at the lower end, which is for to open
the strands of the ropes when we splice two ropes
together ; but when we splice cables we use fids
of wood in the same form and nature but much
bigger, which if they were made of iron would
be too heavy to work withal. The pin in the
heel of the topmast which bears it up on the
chess-trees is a fid.

Fid-hammer is a fid made sharp at one end
to splice a rope, and a hammer at the other end,
with a head and a claw to drive or draw a nail.

Fights. The waist cloths which hang round
about the ship to hide men from being seen in
fight are called the fights; also any bulkhead
afore or abaft out of which they may use murderers
or small shot, or generally any place wherein
men may cover themselves and yet use their
arms, are called close fights.

Fireworks are any kind of artificial receipts
applied to any kind of engine, weapon, or instru-
ment, whereby we use to set on fire the hulls,
sails, or masts of a ship in fight; whereof there
are many sorts, but the most commonly used
at sea are these: fire-pots, fire-balls, fire-ptkes,
trunks, brass-balls, arrows with firework, and the
like. To say all that might concerning these,

148 SIR HENRY MAINWARING

will require too long a discourse for this that I
here pretend. :

A Fish is any piece of timber or plank which
we make fast either to mast or yard, to succour
and strengthen it when it is in danger to break.
Then we command the carpenter to fish the mast
or yard; which is done, first hollowing it fit
for the place, and then nailing it with spikes 1
and woolding it about with ropes. This fish is
very dry meat.

The Fish is a tackle hung at the end of the
davit by the strap of the block, in which block
there is a runner with a hook at the end which
doth hitch the fluke of the anchor; and so they
haul by the fall that belongs to it, and so raise
the fluke to the bow or chain-wale of the ship.

Fish-Block. The block is the block which
belongs to the fish and is called the fish-block.

Fish-Hook is the hook which appertains to
the fish, and is called the fish-hook.

Flags. These are not only used at sea for
distinctions of Nations, or Officers of Fleets (as
that the Admiral should have his in the main-
top, the Vice-Admiral in the fore, and the Rear-
Admiral in the mizentop), but also for distinc-
tions and signs what ships must do, according as
they have directions from the Chief Commander ;
as to chase, to give over, to come to Council;
or the like. At sea, to lower or strike one’s flag
in fight is a token of yielding, but otherwise of
great obedience and respect; and to be made
to take it in perforce, the greatest disgrace that
can be. When they would have the flag out,
they say, heave out the flag; and take in the flag,
or farthell the flag, that is, to wrap it close about

1“ Speekes.’

THE SBPAMANS DICTIONARY 149

the staff. To strike the flag is to pull it down
upon the cap, and so let it hang over loose.

Flare. When a ship is a little housed-in near
the water, and above that the work doth hang
over again and is laid out broader aloft, they say
that the work doth flare over. This makes a
ship more roomy within board, for a man-of-war ;
but it is not sightly, nor by the most common
opinion held to be wholesome for a ship; yet
I have seen the experience, and am of opinion
that it can wrong a ship but little, if her bearing
be laid high enough.

Float. We say anything doth float that
swims above water, not touching ground; as
the ship is afloat, that is when it is borne up
clear from the ground by the rising of the water.
A floaty ship is a ship which draws but little water.

Flood. It is flood when the water begins to
rise ; young flood, quarter-flood, half, are all terms
commonly known.

The Floor. The floor of the ship is so much
of the bottom of her as she doth rest upon when
she is aground; and therefore those which have
long and broad floors lie best and safest with the
ground, and the others are crank and dangerous
both to wring themselves and to overthrow.

Flow. When the water doth rise or heighten
we say it doth flow. But note that it doth ever in
all places, seas or rivers, where it flows, flow by
the shore before it flows by the offing or middle
of the stream, and so it doth ebb by the shore
before it doth in the stream likewise ; the reason
is for that the water is of most force and weight
where it is deepest and so is hardlier returned,
being once bent! any way. When we say it flows

1 Cf. note to Phineas Pett. (N.R.S. Vol. 51), p. 128.

I50 SIR HENRY MAINWARING

at London Bridge, south-west, or at any other
place south or west, or as it happens, by this
is meant that when the moon is at the full, or
else new moon, then upon that day, the sun being
in the south-west point, which is three of the
clock in the afternoon, it is high water at London
Bridge.

Flown. When any of the sheets be not hauled
home to the blocks, then they say that the sheet
is flown; but when they say let fly the sheet,
that is to let it go amain, or as far asit will. This
is most commonly used in great gusts [when we
still appoint one to stand at the topsail sheets, to
be ready to let them fly if occasion be], for fear
of spending the topmasts or oversetting the ship,
for the sheet being flown doth hold no wind. I
have seen in an extraordinary gust that when
the ship hath lain down on the quick side in the
water, we have, to make her right again, let fly
the sheet, but the gust hath fluttered all the sail
to pieces, leaving not any jot, or but some rags
in the bolt-ropes.

The Fluke! This is the broad part of ehe
anchor which takes hold in the ground; as also
those of the grapnels, which have four flukes.

Flush. When a deck is laid from stem to
stern without any falls or risings, we say her
deck lies flush, fore and aft, and this word is not
used in any other sense.

The Fly is that part of the compass whereon
the 32 points of the winds are described ; to which
underneath is the needle made fast.

The Fore-foot. There is no such part of a
ship which is termed her fore-foot, but it is a
word used in this kind: when two ships sail,

1 “ Flook,’

THE SEAMAN S DICTIONARY 151

so that one doth lie with her stem so much a-
weather the other that, keeping their courses,
that ship which doth so lie will go out ahead of
the other, then we say that she doth lie with the
fore-foot of the other, as she stands or comes with
her fore-foot; but being so passed out before
her ahead, and by her, we do not say she is passed
by her fore-foot, but thus, she is gone out ahead ;
so that this word fore-foot imphes no more but
one ship’s lying or sailing across another ship’s
way.

Fore-locks are little flat pieces of iron made
like wedges, which are put into the holes at the
ends of bolts, to keep the bolts from drawing out
or slipping back. Also these keep down, and fasten,
the cap-squares of the carriages.

Fore-Mast. Vide Mast.

Fore-reach. When two ships sail together
or after one another, she which sails best (that is
fastest) doth fore-reach upon the other. If two
ships sail both one way by a wind, one may keep
the better wind, the other may fore-reach; then
he that doth fore-reach, if he would speak with
the other (as suppose he be a man-of-war, the
other a merchant), he must cast about when he
is so far fore-reached upon her, that he may lie
with her fore-foot.

Fore-Sail. Vide Sail.

Fore-Top-Mast. Vide Top-Mast.

Fore-Yard. Vide Yard.

A Former is a piece of wood turned round,
somewhat less than the bore of the piece for
which it is made; as a Saker-former, a Minion-
former, &c. The use whereof is to make upon
it paper cartridges, or linen cartridges, &c.

Foul. When a ship has been long untrimmed,
so that grass or any filth be grown or got about

152 SIR HENRY MAINWARING

her, she is foul: also when any rope which we
should haul is hindered by another or tangled
in itself (as topsail halliards, tackle-falls, and
the like may be), or anything else so that it cannot
run, we say the rope is foul; as the sheets are
foul of the ordnance; the halliards, clew-lines,
or the like, are foul, and so must be cleared before
they can be made to run.

Foul Water. When a ship under sail comes
into shallow water so as she raises the mud or
sand with her way (which she may do though
she do not touch the ground, but come very
near it) we say she makes foul water. Note that
a ship in shoal water, when she sails with her keel
near the ground, cannot feel her helm as well
as in deep water. The reason is for that near
the ground the water has not that weight and
force as it hath when it is deep; and also by
reason of an eddy, which is made betwixt the
ground and the bottom of the ship, being so near
together, the water cannot come so swift to the
rudder as it doth in deeper water. And note
also that the swifter the water comes to the rudder
the better the ship doth steer, or feel her helm.

Founder. When a ship by an extraordinary
leak or else by any great sea that hath broke into
her is half full, or full of water, so that we cannot
free the water forth, we say, she 1s foundered.
The word is significant, for just as a foundered
horse cannot go, so a ship which is full, or near
full of water, will not feel her helm, that is, will
neither wear nor steer, but drive away with the
sea, Just like a log of wood.

To Free. When a ship hath much water
in her, we say the pumps will free her, or will
not free her. Or when we bale out the water,
that is called freeing the ship. Also, when the

THE SEAMAN’S DICTIONARY 153

boat hath water in her we command them to
free the boat. So that this word free is not used in
any other respect about a ship but to get out
the water, nor is there any other word used so
properly for the getting-out of the water of ship,
or boat, as this.

Freshet.! When any extraordinary land-water
comes down a river suddenly, or else when any
great river comes into a sea so as that the water
is fresh a mile or two (as in many places it is),
we say it is a great freshet.

Eun OF Eured there are two kinds of
furring: the one is after a ship is built, to lay
on another plank upon the sides of her, which
is called plank upon plank. The other, which is
more eminent and more properly furring, is to
rip off the first planks and to put other timbers
upon the first, and so to put on the planks upon
these; iimaibers ihe occasion of it is to make
a ship bear a better sail, for when a ship is too
narrow and her bearing either not laid out enough
or too low, then they must make her broader
and lay her bearing higher. They commonly
fur some two or three strakes under water and
as much above, according as the ship requires,
more or less. I think in all the world there are
not so many ships furred as are in England, and
it is pity that there is no order taken either for
the punishing of those who build such ships or
the preventing of it, for it is an infinite loss to
the owners and an utter spoiling and disgrace
to all ships that are so handled.

Futtocks.? This word is commonly so pro-
nounced, but I think more properly it should

1 B, ‘ free-shot ’; D, ‘ fresh-shott.’
2 B, ‘ Futhookes.’

154 SIR HENRY MAINWARING

be called foot-hooks; for the futtocks are those
compassing + timbers which give the breadth
and bearing to the ship, which are scarfed to the
ground timbers; and because no timbers that
compass can be found long enough to go up through
all the side of the ship, these compassing timbers
are scarfed one into the other, and those next
the keel are called the lower or ground futtocks,
the others are called the upper futtocks.

G

Gale. When the wind doth not blow too hard,
but reasonably, so that a ship may bear her
topsails a-trip we call it (according to the strength
of it) either an easy, or loom, gale, which is when
it is little wind; a fresh, stiff, strong gale, when
it is much wind. Sometimes at sea, two ships
being not far asunder, if it be fair,? smooth, gentle
weather and but little wind, one ship will have
more wind than the other; and sometimes the
one be flat becalmed, the other have a little
breath of wind; then they say, the ship which
hath the wind doth gale away from the other.

The Garboard is the first plank that is brought
on the outside of the ship next to the keel.

Garboard-strake is the first strake, or (as you
may say) the first seam next to the keel. Here
is the most dangerous place in all the ship to spring
a leak, for it is almost impossible to come to it
withinboard.

Garland. Vzde Collar.

The Garnet is a tackle wherewith we hoist
in all casks and goods if they be not too heavy
(as great ordnance, &c.). It hath a pendant comes

1 Curving. 2 D, ‘ fine.’

TB Sean Ss DICTIONARY 155

from the head of the mainmast, with a block
which is strongly seized to the mainstay just
over the hatchway where we use to take in our
goods to hold. In this block they reeve the
runner, which hath a hook at one end within which
we hitch the slings, and at the other a double
block, in which we reeve the fall of the runner,
and so by that we haul and hoist in the goods.
When it is not used it is made fast along by the
stay, at the bottom of the stay.

Gauge. We use to gauge our cask that we
may see how great it is, or how much is leaked
out, which we do by putting down a stick at the
bung; and that, by the wetness, will show how
much liquor is in it. Also when we would know
how much water a ship draws when she is afloat,
we stick a nail into a pike or pole and so put it
down by the rudder till this nail catch hold under
the rudder, and this we call gauging the ship. Note
that we cannot by this tell exactly how much
water she draws ; for we must allow for the rake
of a ship aftward on; for the pole doth not go
down in a perpendicular line, and so many foot
as she draws is called the ship’s gauge. When
one ship is to-weather of another, she hath, as
they term it, the weather-gauge; but they never
use to say the lee-gauge.

A Girding, vide Trusses.

[Girt. When the cable is so taut that upon
the turning of the tide the ship cannot go over
it with her stern-post, then she will lie across
the tide; and then we say she is girt, which
will instantly be undone, if the cable be veered
out slack. ]

Goose-wing. When we are going before a
wind, or quarter-winds, with a fair fresh gale,
we many times (to make more haste) unparrell

156 SIR HENRY MAINWARING

the mizen-yard, and so launch out the yard and
sail over the quarter on the lee side, and so
fitting guys at the farther end to keep the yard
steady, with a boom we boom out the sheet of
the mizen sail. This doth help to give the ship
some way, which otherwise the mizen sail will not,
especially before a wind. This sail so fitted is
called a goose-wing.

Goring. A sail is cut goring when it comes
sloping by degrees, and is broader at the clew
than at the earing. All topsails and topgallant-
sails are so.

Grapnels are in nature of anchors, being used
for galleys or boats to ride by; only they differ
in form, for a grapnel hath four flukes and never
a stock, for it needs none, being that which way
soever it fall two of the flukes do ever hold by
the ground. In men-of-war we use them that
are light to fling into a ship to catch hold on some
of her gratings, rails, gunwales, or the like ; and so,
having a chain made fast unto it, we lash fast
the ships together. There are also small grapnels,
with three hooks, but not broad like flukes, with
which we use to sweep for hawsers or small cables.

Gratings are small ledges laid one across
another, like a portcullis or a prison gate. Those
which are called the gratings are betwixt the main
and fore masts, which do serve for a close fight
and also for the succour of men either in too hot
or too foul weather, with a tarpaulin upon them.
There are also in many places of the ship, gratings
made for air and light, but chiefly over the
ordnance for the vent of the smoke of the powder
which comes out of the touch-hole in fight.

To Grave. Graving a ship is bringing her
to lie dry aground, and then to burn off the old
filth and stuff with reed, broom, or the like, and

THA SEAMAN S DICTIONARY 157

so to lay on new stuff. Some use only tallow, but
that will quickly grow foul; others tallow and
soap, which will also quickly grow foul. The
most common and best is with train oil, rosin
and brimstone boiled together, for this will last
longest clean. The laying on of the stuff is called
paying the ship.

=A Gripe. The gripe of the ship is the compass
and sharpness of the stem under water, especially
towards the lower part. The use whereof is to
make a ship keep a good wind; and therefore
sometimes when a ship will not keep a wind
well they put on another false stem to the true
stem to make her gripe more.

To Gripe. We say a ship doth gripe when
she is apt (contrary to the helm) to run her head
or nose into the wind more than she should. There
are commonly two causes of this: the one,
when a ship may be too deep ahead that her head
is not apt, by reason of the weight which presses
her down, to fall away from the wind ; the other
may be the staying of her masts, for if she be
a short ship and draw much water, if her masts
be stayed too much aftward on, it will cause her
head still to run into the wind. The Flemings,
being generally long floaty ships, do stay all
their masts aftward on very much, else their
ships would never keep a wind : for it is apparent
to sense that all sails from the mainmast aftward
On, tie iantier ait they stand, the more they
keep the ship to the wind ; as the head sails, the
more forward on they stand, the more they have
power to flat the ship about from the wind.

Grommets are little rings which are made fast
to the upper side of the yard, with staples which
are driven into the yard, which have no other use
but to tie and make fast the caskets into them.

158 SIR HENRY MAINWARING

Ground and Grounding. When a ship is
brought of purpose to be trimmed on the ground,
or otherwise, that is called grounding the ship.
There are three manners of laying a ship aground ;
that is, either laying her head upwards towards
the bank and stern towards the offward [or
offing], and is termed laying her pitch-long to:
this is used to ships that are crank with the
ground, for this way they take the best advantage
for the ship to bear herself. The second is to
lay her all alongst the shore and to heel her
to the shoreward: this is used to ships which
have reasonable good floors and will bear them-
selves sufficiently well. The third is laying her
alongst the shore, and heeling her to the offward :
this we use to ships which have great broad
and long floors (as Flemings, which have standing
strakes): the reason is for that otherwise we
should hardly come to her keel. Some seafaring
men are very superstitious of going to sea at certain
days, and commonly those hold it good to begin
the voyage on Sundays ; and therefore to seem to
have begun the voyage that day (though they be
not ready to go they will weigh, or (as the term is)
trip the anchor, and go a little way, and so come
to anchor again: this they call breaking ground.

Ground timbers are those timbers which are
first laid upon the keel, and so bolted through
the keelson into the keel, and are those which
make the floor of the ship; and are therefore
called ground timbers because the ship doth rest
upon these when she lies aground.

Gudgins are those irons which are made fast
to the stern post, into which the pintles of the
rudder are hanged.

To Gull. When the pin of a block doth eat
or wear into the shiver, it is called gulling. Also

Pie SBPAVMANS DICTIONARY 159

when a yard doth rub against the mast, we say
it will gull the mast; and therefore to avoid
that we put a platt made of sennit to the middle
of the yard to keep it from gulling the mast.

The Gunwale. That piece of timber which
reacheth on either side of the ship from the
half deck to the forecastle, being the uppermost
bend as it were, which finisheth the upper works
of the hull there, and wherein they put the stan-
chions! which support the waist-trees,? is called
the gunwale whether there be any guns there or
not. Also the lower part of any port where any
ordnance doth lie, is called the gunwale.

A Guy is any rope which is used to keep a piece
of ordnance or anything else (the boat or the like)
which is hoisted into the ship, from swinging into
the ship too fast. When it is over the gunwale
to be hoisted in, then by this rope we do ease
it in gently, and it is commonly made fast to the
stanchions of the waist-trees, and that is called
a guy, which word, I think, comes from guide,
for this doth guide it in. Also there is a rope
which is fastened to the foremast at one end, and
is reeved through a single block which is seized
to the pendant of the winding tackle, and so reeved
again through another, which is seized to the
foremast somewhat lower than the first part,
and this is to haul forward the pendant of the
winding tackle, and this rope is called a guy.

H
To Hail, or Hailing. Hailing of a ship is
calling to her to know whence she is, or whither

1 “ Stanshines.’
2 Rails along the waist, where there is no bulwark.

160 SIR HENRY MAINWARING

she is bound, or any other occasion ; which we
do commonly in these words—O the ship, or
(at sea) no more but Hod, and the other then
answers—Hayé. These words are common to
all christian seamen to hail each other in. Also
sometimes we seem to call to them or salute them
with whistles or trumpets, and this is called
hailing with trumpets or whistles.

[Halliards quasi haul-yards, for they are the
ropes by which we hoist up all the yards ; only
the cross-jack nor the spritsail yard have none,
because they are ever slung: yet in small craft
they have halliards to the spritsail yard. }

To Hand, or Handing. When they would
deliver away anything to be passed to another,
or to have it brought to them, they say, hand
this away, or hand me that, or hand it along. So
when they want men to hoist or do any labour,
they use to call for more hands ; not more men.

A Handspike is but a wooden lever, which
is used instead of a crow of iron to traverse the
ordnance, but most especially to the windlass
in the boat or ship, which have windlasses to
heave up the anchor by.

The Harpings. The harpings of a ship is the
breadth of her at the bow : also some call the ends
of the bends which are fastened into the stem,
the harpings.

Hatches are those loose parts, or as it were
doors, of the deck which are in the midship before
the mainmast, that we open to let down things
into the hold, having at each corner a shackle of
iron to lift them by.

Hatchway. By the hatchway is meant the
place perpendicular over the hatches. When
they say lay a thing in the hatchway, that is
on the hatches.

TAE SPAMANS DICTIONARY ‘161

To Haul, or Overhaul. That which others
commonly call pulling a rope the seafaring men
call ever hauling (as haul taut the bowlines, or
haul in a rope that hangs without board, or the
like in any kind). To overhaul is, when a rope
is hauled too stiff, or taut, then to haul it the
contrary way than it was hauled before, and so
to make it slacker.

The Hawses are those great round holes,
before, under the head, out of which the cables
do come when the ship is at an anchor. A bold
hawse is when they lie high from the water ; and
this is best, for when they lie low, if there be a
great sea, the hawse will still be in the water and
take in much water into the ship. Fresh the hawse ;
that is when we suspect that the cable is fretted
or chafed, or is like (as many times it will) to
burn in the hawse (for there the cable endures
the greatest stress), then we veer out a little to
let another part of the cable endure the stress.
Also when we lay new plats upon the cable in
the hawse it is called freshing the hawse. Clear
the hawse; that is when two cables which come
out at two hawses, and by the winding of the
ship having some turns one about the other,
then the undoing these turns is clearing the hawse,
which is necessary to be done, for else the cables
will gall one another very much. Any ship or
thing that is cross afore the hawse or lies athwart
the hawse, or when one ship rides with her stern
just afore the other’s hawse, they say she rides
upon her hawse.

A Hawser is a three-strand rope and may
be called a little cable, for that which is one
ship’s hawser will be another ship’s cable. These
serve for many uses, as to warp the ship over a

bar. The main and fore shrouds are made of
Ei M

162 SIR HENRY MAINWARING

hawsers, etc.; only note the difference of the
making or laying is the cause of the difference of
the names, which to know, vide Ropes. i i

The Head, vide Beakhead. Yet sometimes 1t
is not exactly taken only for the beakhead ; for
sometimes they say ahead, that is, about the
foremast, taking (as it were) all the fore part of
the ship for the head.

Head-lines are the ropes of all sails which are
uppermost next the yard, by which the sail is
made fast unto the yards.

Head-sails are all sails belonging to the fore-
mast, spritsail, and spritsail-topmast ; for these
are the sails which govern the head of the ship,
to make it fall off, and to keep out of the wind.
The head-sails (quarter-winds) are the chief
drawing sails.

Head-sea. When it hath been a great storm,
the wind (it may be) will suddenly alter 6 points
or more, but the sea will go the same way it did
for some hours ; then if our course lie to go right
against this sea (as we may, the wind being altered)
we shall meet this sea right ahead, and so we call
it a head-sea. Sometimes also when it hath been
but a little wind, there will be a sea, which will
come contrary to the wind; but then, not long
after, the wind will come that way, and doth
show that on that point of the compass, whenas
that sea comes, there has been much wind. Note
that generally before any great storm the sea
will come that way before any wind, which shows
that the sea outruns the wind; the reason I
take to be for that, the sea being a continuate
body, one part being moved the wind doth
quickly infuse motion to the rest, as we see by
the circles which a stone doth make when it is
thrown into the water. Note in head-seas all

PHE SEAMAN S DICTIONARY 163

short ships are bad sailers, for they beat much
against the sea; but long ships do go more
easily, for they will ride upon two waves at once
and fall more gently into the sea.

To Heave. As we commonly use the word
fling away, so seamen they use the word heave
away, for if it be but a rope yarn, or chip, they
will say, heave it away. Heave overboard that
fone, yard, or the like. Also the turning
about of the capstan is called heaving at the
capstan. Also when a ship at anchor doth rise
and fall with the waves, they say she heaves
and sets.

The Heel. The heel of the mainmast, fore-
mast, or mizen is nothing but that part which
is pared away a little, slanting on the aftward
side of the foot of the mast, like a heel, to give
the mast leave to be stayed aftward on; as the
Flemings do especially. But the heels of the
topmasts are square, and in that they put
the fid of the topmast.

To Heel is for the ship to lie down on a side,
whether she be afloat or aground, and so she heels
much or little. She heels to starboard or to port.
Some superstitious seamen, when they take in
goods or victuals for a voyage, if by chance in
stowing the provision she heel to the starboard,
will say it is a sign of a long and bad voyage,
for then they will say she heels from handward,'
because they take in all their goods on the larboard
side. But if she heel to larboard it is sign of a
good voyage, and some goods to come in. When

she is aground, we say she heels to the shore-ward,
or to the offward, according as it is.

1 Sic, in all the MSS., but probably the word should be
‘landward.’

164 SIR HENRY MAINWARING

The Helm is that piece of timber which the
helmsman doth hold in his hand to steer and
govern the rudder by ; and one end is made fast
to the head of the rudder, but so as that it may be
taken off. Though the rudder be the cause of
the ship’s working, yet the helm is the instrument
which governs the rudder, and therefore we
impute it all to the helm; as when we say the
ship feels the helm, or doth not feel the helm ;
that is, will work and be governed by the helm,
or not: for if a ship be very foul or out of her
trim, or too deep or too light, many times she
will not feel the helm, but sail as if she had none.
Port the helm; Starboard the helm; Amidship,
or right the helm; terms of conding, to direct
which way the steersman should put the helm. In
smaller ships, under the rate of 500 ton [or there-
abouts], they use to put a whip to the other end of
the helm and so steer and govern the helm by that.

To Hitch is to catch hold of anything with
a rope to hold it fast, or with a hook; and we
say, hitch the fish-hook to the fluke of the anchor.
When we hoist in the boat: hitch the tackles
in the ring of the boat; or the garnet in the
slings, that is, catching hold of it by the hook
to hoist in the goods.

The Hold. All the room betwixt the keelson
and the first or lower decks, is called the hold;
and it is that place where all our victuals, goods
and stores do lie; yet it is divided into several
rooms with bulkheads, as the Steward’s room, the
powder room, the boatswain’s store, and the like.
Rummage: the hold ; stow the hold ; clear the hold ;
vide the proper names.

To Hold-off is when we heave the cable at

1 < Rumidge.’

Pe seAVMANS DICTIONARY 165

the capstan. If the cable be very stiff and great,
or else have lain in slimy, oozy ground, it surges
and slips back, unless that part which is heaved
in be still hauled away hard from the capstan,
to keep the cable close and hard to the capstan
whelps. If it be a small cable, men may do it
in their hands; but if great, then either they
hold-off with nippers or else (as in all great ships)
they do bring it to the jeer capstan, and this is
cia holding-off.

Honeycomb. When a piece of iron ordnance
(either by being ill cast, or with over much
wearing) is rugged and hath little holes in the
concave of the piece, she is said to be honey-
comped) Wins is very dangerous for a cross
bar shot to catch in, or any ragged shot ; as also
that some rag of the cartridge or piece of the wad
may stick in it and so fire the powder that shall
instantly be put in; and therefore we refuse
these pieces as much as we may. To try whether
a piece be honeycombed, we put in a nail or
crooked piece of wire at the end of a staff, and
so where that catches we know she is honey-
combed ; or light a candle on the end of a staff,
and that will show all the imperfections of the piece.

The Hooks. The hooks of the ship are all
those forked timbers which are placed upright on
the* keel, both im the rake and run of the ship.
These do give the narrowing and breadthening
of the ship in those parts, according as they are
framed, and they are bolted into the keel. The
compassing timbers, which are before and do help
to strengthen the stem and fore part of the ship,
are called breast-hooks.

A Horse is a rope which is made fast to one
of the foremast shrouds with a dead-man-eye
at the end of it, through which is reeved the

166 SIR HENRY MAINWARING

pendant of the spritsail sheets, and is for no other
use but to keep the spritsail sheets clear of the
flukes of the anchor [that it should not gall, or
be foul of them, when it is hawled or veered].
Also when a man heaves the lead out of the
shrouds there is a rope made fast to the shrouds,
for him to lean against for falling into the sea.
Also they use a rope to set taut the shrouds with
wale-knots, one end made fast to the shrouds ; to
the other the lanniers are brought, and so with
handspike turning it, they set taut the halliards ;
this is calleda horse. Also those little short ropes
which are seized to the middle of the topmast and
topgallant stay with a block wherein are reeved the
topsail and topgallant bowlines, are called horses.
Housing-in. When a ship, after she is past
the breadth of her bearing, is brought in narrow
to her upper works, they say she is housed-in.
Most are of opinion that the housing-in of a ship
makes her the more wholesome? in the sea, because
the weight of the ordnance and her upper works
do not overhang the nail,? which as they suppose
would make her roll the more; but I am sure

1 : Howlsom.’

2 This expression, which occurs again on p. 207, is not
illustrated in the N.E.D., and no other instance of it can be
found. It may be conjectured that the load waterline was
marked with nails (an Act of 1677 provides for the marking
of the loadline upon the stem and stern of Newcastle keels
in this way), and that when a perpendicular from the centre
of gravity of any weight on board fell outside this line, such
weight was said to overhang the nail. A somewhat similar
expression occurs in Pepys. MS. 1173 (Fortree : Of Navarcht) ;
‘Whereas, it is the usual practice of builders to house and
draw in all ships from the waterline upwards, conceiving that
they are the stronger and more able to support any weight,
as guns or the like, being near to the centre: whereas by
spreading above, the weight hangs more upon the nail (as
they call it).’

THE SBPAMAN:S DICTIONARY. 167

it takes away a great deal of room for a man-of-
war, and the tack will never come so well aboard
as when she is laid out aloft. I have so much
experience of both sorts that I am of opinion if
two ships be given, ceteris paribus, a ship which
is laid out aloft, not flaring! off but propor-
tionably finished to her other works, shall be the
wholesomer ship, for that the counterpoise on
either side (the whole weight not so much over-
hanging the perpendicular of the keel) shall keep
her more steady and make her be the longer
in fetching over a seel. The reason is the same
and will hold proportion in a ship to the walking
of a funambulus, who with equal weight will go
much more sure if his weight wherewith he doth
steady himself be at the end of a long staff, which
by reason of the greatness of the circle must have
a longer time to come over his perpendicular
than if the same were in a shorter staff or in a
lump together in his hand, which once inclining
either way he hath nothing by which to succour
and counterpoise the weight.

To Hoist. When they would haul up any-
thing into the ship with a tackle or a dead rope,
or get up a yard, they call it hoisting ; as, kortst
the water iu, hoist up the yards.

The Hounds are the holes in the cheeks which
are fastened to the head of the masts, wherein
the ties do run to hoist the yard. The topmasts
have but one hole aloft in the head of the mast
because they have but single ties, and this is
also called the hounds.

The Hull is the very body or bulk of the ship ;
without masts, yards, ropes or sails.

Hulling is when a ship is at sea and hath taken

1 i fflayreinge,’ ‘ flairing.’ 2 “hoise,’ ‘ hoyse.’

168 SIR HENRY MAINWARING

in all her sails in calm weather; it is done to
save the sails from beating out against the masts.
But in foul weather, when they are able to bear
no sail, the manner is no more but taking in all
the sails and tying down the helm to the lee side
of the ship (and so if she be a good conditioned
ship she will lie easily under the sea), and thus
she makes her way one point afore the beam ;
that is, if the wind be at west and the ship look
south, she will make way east and by south which
is one point afore the beam ; the beam will bear
east and west. It is not yet agreed on amongst
all seamen whether it is better for a ship to hull
with her topmast up or down: the most received
opinion is to have it down, in respect that generally
they suppose the weight aloft will make her seel
the more dangerously in a storm. But besides
the experience which I have seen to the contrary,
I can give this reason why it is best in a dangerous
and desperate storm to hull with the topmasts
up. All seamen will confess that the weather
seel is the most dangerous seel and therefore
must grant that it is the safest hulling which
doth most prevent the danger of that sec ai
her topmasts be down when she seels to leeward,
the less weight overhead she hath to hinder her
from coming and rolling back over again to
windward, the faster she will seel over, and the
shorter, so that meeting the windward sea so
short and suddenly it may endanger to break in
and founder her, but if the topmast be up she must
needs be the longer in coming up to windward
and so meet the sea with more ease that it may
have leisure to break away under her; yet it
is true she will make the greater lee seel, but in
that there is no danger, though to an inexperienced
man there may seem to be.

THe SBPAMANS DICTIONARY 1609

A Hullock is a small part of a sail which is
loosed and left open in a great storm when we
dare not have any more out; and is only used
in the mizen sail when we would keep the ship’s
head to the sea with a little sail, making all up
excepting a little at the mizen-yard-arm. Or
else when a ship will not weather-coil, to lay her
head the other way, we loose (for that is the term)
a hullock of our fore sail; and so, changing the
helm to the weather side, the ship will fall off and
lay her head where her stern lay before.

I,J

The Jeer is a piece of a hawser which is made
fast to the main-yard and fore-yard of a great
ship close to the ties (for small ships do not use
it); and so is reeved through a block which is
seized close to the top, and so comes down and
is reeved through another block at the bottom
Ot the mast close by the deck. Great ships
have one on one side, another on the other side
Cahe tess) Mhe use of this rope is to help to
hoist up the yard, but the chiefest is to succour
the ties and to hold the yard from falling down if
the ties should break.

The Jeer Capstan. This hath its name from
the jeer which is ever brought to this capstan
to be heaved-at by. It stands in the waist in
the hatchway, and serves for many other uses ;
as to heave upon the viol, or hold off the cable from
the main capstan.

Iron-sick. A ship or boat is said to be iron-
sick when the bolts, spikes, or nails are so eaten
away with the rust of the salt water that they
stand hollow in the planks, and so the ship doth
receive in water by them ; and this is the reason

170 SIR HENRY MAINWARING

why they put lead over all the bolt heads under
water.

A Junk. Any piece of cable that is cut off,
most commonly any part of an old cable, is called
ajunk. Such as this they hang for fenders by the
ship’s sides, or else untwist it and make plats for
cables, rope-yarn or sennit, if it be not too old and
rotten. If it be old then they make oakum of it.

A Jury-mast. When, by occasion of storm
or fight, we have lost either the foremast or main-
mast we do reserve (if 1t be possible) the main
or fore-yard, which we put down into the step
of the mast, and so fasten it in the partners and
so take the mizen-yard (or if we have any other
which serves for a yard), which fitting with sails
and ropes in form of the other, we make a shift
with to steer and govern the ship.

K

To Keckle, or Keckling. We use this term
only to the cable and the bolt-rope. When we
fear the galling of the cable in the hawse, or the
bolt-rope against the quarter of the ship, we turn a
small rope round about it, but in manner it differs
not from serving of other ropes, though to these
this serving is called keckling.

To Kedge, or Kedging. When in a narrow
river we would bring up or down a ship, the wind
being contrary to the tide and we are to go with
the tide, then they use to set the foresail, or
fore-topsail and the mizen, and so let her drive
with the tide. The reason of using these sails
is to flat her about if she come too near the shore.
Also they use a small anchor in the head of the
boat with a hawser that comes from the ship ;
which anchor they let fall in the middle of the

PH SPRAMANS DICTIONARY 171

stream, if the ship come too near the shore, and
so wind her head about by that, and so lift up
the anchor again when she is about: from this use
the anchor is called a kedger, or kedge-anchor.

A Kedger. Vide Anchor.

The Keel is the first timber which is laid of a
ship, and is the basis whereon all the rest are
fastened ; and so much is to be accounted the
keel as doth lie in a straight line, at the one end
whereof is scarfed in the stem, and at the other
is let in the stern post. To this are all the ground
timbers and hooks, fore and aft, bolted; and on
them all the upper works are raised. A rank
keel is when a ship hath a deep keel, and this
is good to keep a ship from rolling, for if a floaty
ship roll too much, that hath but a shoal keel,
we put-to another keel under the first, to make it
deeper, for that will take some more hold in the
water ; and this we call a false keel.

The Keel-rope is a rope which runs alongst
the ship upon the keel within the limbers of the
ground timbers; one end coming out before,
the other abaft. Some will have this of a bass
rope, but the best is a hair rope for lasting. The
use of it is to clear the limber holes when they are
stoaked with ballast, or anything else, so as the
water which lies betwixt the timbers cannot come
to the well of the pump.

Keelson is the lowest piece of timber within
the ship’s hold which lies all along upon the
ground timbers right over the keel, through
which are driven the bolts which fasten the keelson,
ground timbers and the keel together.

A Ketch is a small boat such as useth to come
to Billingsgate + with mackerel, oysters, etc.

1 D, ‘ Belins-gate.’

172 SIR HENRY MAINWARING

Kevels are small pieces of timber nailed to
the inside of the ship, unto which we belay the
sheets and tacks.

Kink! When a rope which should run
smooth in the block hath got a little turn, so as
it comes double (as it were), this we call a kink.
Also the same is in a cable, if it run out doubling
in like manner, which happens either by ill
coiling of the cable, or by letting it run out too
fast; but if it be ,perceived it iS remedied= py
oversetting the cable, else the cable will gall
very much in that place.

The Knave-line is a rope, the one end fastened
to the cross-trees under the main or foretop,
and so comes down by the ties to the ram-head,
to the which there is seized a small piece of billet,
some two foot long with a hole in the end of it,
in which hole this line is reeved and so brought
to the ship’s side and hauled up taut to the rails ;
the use whereof is to keep the ties and halliards
from turning about one another; which, being
new, they would do were it not for this line;
but after the halliards and ties are stretched
awhile it is taken away, and no more used but on
the like occasion.

Knees are those crooked timbers which are
so called in respect they represent a man’s knee
bowing. These do bind the beams and futtocks
together, being bolted into both of them. Some
do stand alongst ships and some right up and
down. You may easily know them in part
where they are used, by the form of them.

The Knights. There is the main knight and
the fore knight; one standing aft the main, the
other abaft the foremast upon the second deck,

1 “ Keenk.’

THE SEAMAN'S DICTIONARY 173

being fast bolted to the beams. A knight is a
piece of timber wherein are four shivers, three
for the halliards and one for the top rope to run
in, when they are hoisted. They are commonly
carved with the picture of some head upon them,
by which they are easily known.

Knittles+ are two rope yarns twisted together
in a knot at each end, to seize a rope, or block,
or the like.

Knittlidge. Vide Ballast, for it is all one.

Knots. There are two sort of knots which
are used at sea; the one is a bowline knot, which
is so made that it will not slip nor slide. With
this knot the bowline bridles are made fast to
the cringles, but it is used many other ways.
The other is a wale-knot, which is a round knot
or knob made with the three strands of a rope
so that it cannot slip. The tacks, topsail sheets,
and stoppers have these wale-knots, and many ,
other ropes.

E

To Labour. We say a ship labours in the sea
when she rolls and tumbles very much, either
a-hull or under sail, or at an anchor. A ship
rolls most a-hull when it hath been a grown
storm and suddenly the wind ceases, but the seas
continue great still; then she will roll for want
of wind. Under sail a ship rolls most right before
a wind, but beats most upon a head sea, so that
some ships are most dangerous to put afore the
sea in a great storm, and weak ships dangerous
to beat against the head sea. At an anchor,
ships roll and labour most when they lie betwixt
wind and tide, which is upon the turning of the

1 < Kneetles.’

174 SIR HENRY MAINWARING

tide, when the wind and the tide are contrary
and neither hath got power to make her strain
her cables to ride with her head either to the
wind or tide.

To Lace, or Lacing, is the proper term for
putting-to the bonnet to the course, or the drabler
to the bonnet: as lace on the bonnet. Also we
say lace on the netting to the roof-trees or the
waist-trees.

Ladder. There are three usual ladders belong-
ing to a ship; the entering ladder in the waist ;
a ladder of ropes, which hangs out of the gallery
for foul weather, and, at sea, to come out of the
boat, or go into it; and one at the beakhead
which is made fast over the boltsprit to get up
upon the boltsprit by. The Venetians and most
Levant ships, and also Spanish galleons, have
ladders which go into the top and come down
abaft the ties, for they seldom go up by the
shrouds.

To Lade is to fill the ship with goods or pro-
vision ; for when the hold is full they say she
hath her lading. Also to charge ‘a’ piece an
ordnance is to lade the ordnance; also some say,
lade the water out of the boat.

A Ladle is that wherewith we put the powder
into a piece of ordnance, wherein we take the
powder out of a budge-barrel. We never use
this in fight unless we have spent all out cart-
ridges, for they are both troublesome and not so
speedy, and dangerous for scattering of powder.

[Land-fall is as much as the falling with the
land, as thus: if we say we shall see land such
a day, and that it fall out so just according to
our reckoning, we say we have made a good land-
fall; or if we be mistaken, then we made a bad
land-fall. ]

PHR SEMAN S DICTIONARY 175

Land-locked. When we are in any road or
harbour, so that the land lies round about us
and the sea lie not any point open upon us, we
say we ride land-locked. These are ever good
roads and harbours, for no sea can come in to
wrong the ship.

[Land-to. By this is meant just so far off
at sea as we can see the land; as when we direct
one to lie off at sea in the height of a Cape land-to,
that is so near, and so far off, as he may even
just see and discern the land, and no nearer. ]

Land-turn is the same off the land that a
breeze is off the sea, only differing that the land-
turn comes by night, and the sea-turn, or breeze,
by day.’ Vide Breeze.

A Langrel is a loose shot which goes in with
a shackle, to be shortened when it is put into
the piece and to fly out at length when it is dis-
charged; with a half bullet either of lead or
iron at the either end. This is good shot near
hand to use out of our ordnance, to cut down
masts, yards, ropes and sails; and also it will
do much execution among the men aloft, but it
is not used betwixt wind and water for it will
not pierce a good ship’s sides.

Lanniers are the small ropes which are reeved
in the dead-men-eyes of all the shrouds and chains,
and the use of them is either to slacken or to set
taut the shrouds. Also all the stays belonging
to any mast (whether they have blocks or dead-
men-eyes belonging to them) are set taut by a
lannier. Also the small rope which makes fast
the stopper + of the halliards to the halliard, is
called a lannier.

Large. When a ship goes neither by a wind

1 B, ‘ topper.’

176 SIR HENRY MAINWARING

nor before a wind, but as it were betwixt both
[then we say she goes large], that is quartering,
and such a wind that carries her so we call a large
wind.

To Lash, or Lasher. When we bind anything
up to the ship’s sides or masts (as pikes, muskets,
or a butt to the mast, or the like, as fishes and
spare topmasts without board) we call it lashing-
to ; but the lashers chiefly are those ropes which
do bind fast together the tackles and breechings
of the great ordnance when they are hauled within
board. The reason is because the breechings
cannot be hauled up taut by hand; therefore
this rope is brought about the breeching and
tackles a little before the carriage, right under
the piece, and so lashes them fast together.

Lasking. Note that when we say a ship goes
lasking, veering, quarter-winds, large and roomer,
it is in a manner all one; for then they neither
go by a wind or before.

Latchets are small lines which are sewn into
the bonnets and drabler, like loops, wherewith
they lace the bonnet to the course, or the drabler
to the bonnet, putting them into the eyelet-holes
and so lacing them one over another.

Launch. This word is used instead of put
out, as we say launch a ship out of a dock, or out
of the quay; launch the boat; launch- out or
launch-in the davit ; launch-out the capstan bars.
Also in another sense when they have hoisted up
a yard high enough, or the topmast, they cry
launch-hoa, that is hoist no more. Also in
stowing the hold they will say launch aft or launch
forward, when they would have a butt or the like
brought forward or aftward on. Also when they
are pumping, if the pump sucks, then they cry,
launch-hoa, that is, pump no more.

THe SHAMANS DICTIONARY. 177

[To Lay a Land. When we are sailed out
of sight of a land, so that we cannot see it, we say
that we have laid the land. But if it be so that
some other point of land do hinder us from seeing
it, then we say that we have shut in, or shut it
into, the other point. ]

A Leak. There is no ship so tight but that with
her labouring in the sea (nay though she ride in
harbour) she will make some water ; but we say
a ship is leaky when she makes more water than
is ordinary, which is some hundred strokes in
twenty-four or forty-eight hours. The causes of
leaks are either the starting some trenails [or
oozing of some sappy trenails|, the opening of the
seams ; the eating of the worms ; [the rottenness
of their oakum ; the iron sickness of bolts ;] or
else by receiving some shot under water. The
ways of stopping are but two: either within-
board, which can hardly be if the leak is low
amongst the ground timbers or the hooks, but
then the best remedy is to drive down tallow and
coals! mingled together, raw beef, oatmeal
hace oc the ike: iit can be come at, then it
is easily stopped with lead. If it be a shot they
drive in a plug with some canvas about it. The
other is without board ; when it is easily stopped
(if it be not too low) by heeling the ship over
on the other side, and so nailing lead over it;
but if it be low, then to stitch a bonnet (or a
netting, which is better) with long rope yarns
opened, and so sinking it under the keel to bring
it against the leak. The indraught of the water
will suck in the oakum, and so stop herself, but
this will not continue long. When a ship is leaky,
the term is, she hath sprung a leak, or she makes
much water.

1 [.e. charcoal.
FE: N

178 SIR HENRY MAINWARING

The Ledges are those small pieces of timber
which come thwartships from the waist-trees to
the roof-trees! to bear up the nettings; and
so if there be a grating over the half deck [they
are called the same].

Lee. This word is many ways used, but
generally the lee is understood for that which
is opposite to the wind. The Jlee-shore, that is
the shore against which the wind blows; yet
to be under the lee of the shore is to be close under
the weather shore ; that is, whence the wind doth
come. A-lee the helm; that is, put the helm
to the leeside of the ship. In conding they use
to call him at helm to have a care of the lee latch ;
that is, to look that the ship go not to leeward
of her course. A leeward ship is one that is not
fast? by a wind, and doth not make her way so
good as she might. To come by the lee, or to
lay a ship by the lee, is to bring her so that all her
sails may lie against the masts and shrouds flat,
and the wind to come right on her broadside,
so that the ship will lie, as it were, stark still;
or if she make any way it will be with her broad-
side, right with the beam. The manner of bring-
ing a ship by the lee (if she have all her sails
abroad) is to bear up the helm hard to windward,
let rise? the fore tack, and veer out the main sheet
and take in the mizen, or peak it up (which is
called spilling * the mizen).

The Leech.’ The leech of a sail is the outward
side, or skirt of the sail, from the earing to the

1 B, ‘ruff-trees’; sometimes spelt ‘rough-trees,’ but
‘roof’ seems the more probable derivation. The term
‘rough-tree ’ is used at a later date for an unfinished spar and
some confusion has resulted from this.

2 T.e. steady. 3 B, i reari

B ‘ spelling.’ "B leatch.

THE SPAVMAN:S DICTIONARY 179

clew; the middle betwixt which is especially to be
accounted the leech.

Leech-lines are small lines which are fastened
to the leech of the topsails (for they belong to
no other sails) and are reeved into a block at the
yard, close by the topsail ties. The use whereof
is, when they take in the topsails, to haul in the
leech of the sail; and note they ever haul the
lee leech-line first, for then the rest will come in
with more ease.

The Lee-fangs is a rope which is reeved into
the cringles of the courses when we would haul
in the bottom of the sail to lace on the bonnet.
In a strong gale they serve also to help to take
in the sail.

Legs. They are called the legs of the marinets,
and are small ropes put through the bolt-ropes
of the main and foresail in the leech of the sail,
near a foot of length, and so at either end, being
spliced into themselves, they have a little eye
whereinto the martnets are made with two
hitches, and the end seized to the standing part
of the martnets.

Let fall is a phrase generally used for the
putting out of any sails when the yards are aloft ;
but not if the main-yard and fore-yard be struck!
down, so as that the sails may be loosed before
the yards be hoisted. But most properly it is
used to the mainsail, foresail and spritsail (for to
topsails the more proper term is, heave out
your topsails, because they do lie in the top)
and to the mizen-sail, we say set the mizen, and
not let it fall.

[Lie under the sea. When in a storm we
are a-hull and make fast the helm a-lee, so that

1 © Stroken.’

180 SIR HENRY MAINWARING

the sea breaks upon the bow and broadside of
the ship, we say she lies, or is laid, under the sea. ]

[Lifts are ropes which belong to the yard-arms
of all yards, and do only serve to top the yard-
arms, that is to make the ends of the yards hang
higher or lower, or even, as we list. But the top-
sail lifts do serve for sheets to the topgallant ~
yards, as well as for lifts to the topsail yards.
The hauling of them is called topping the lifts, as
top a-starboard, or top a-port; that is, haul upon
the starboard, or larboard, lift. ]

Limbers, or limber holes, are little square
holes cut in the bottom of all the ground timbers
and hooks next to the keel, right over the keel,
about 3 or 4 inches square. The use whereof is
to let the water pass to the well of the pump,
which else would lie betwixt the timbers ; into
these is put the keel rope.

Lins-pins are only used about the trucks of
the carriages, to keep on the trucks upon the
axle-tree, being little iron pins, just the same
that keep on coach wheels.

A List. When a ship heels a little fo star
board or port, we say she hath a list that way ;
though this happen by stowing her hold unequally.
But most properly a ship is said to have a list
to one side or other, when (out of her own mould
and making) she hath a kind of inclination to one
side more than the other, which happens by the
unequal carrying of the works, or it may be by
the unequal weight of timbers, for it is a very
hard matter to carry a ship’s works so even but
that there shall be some small difference. I have
seen the experience in many ships that, being
equally ballasted, they would carry a greater

1 ust.

TA SPAMVAN:S DICTIONARY 181

sail, stoop less, and go better upon one tack than
upon the other.

Lockers. Any little boxes (or, as it were,
cupboards) which are made by the ship’s sides,
to put in shot by the pieces, or in any other
places, are (by a common name) called lockers.
We have them to every piece, to have shot lie
ready, if on the sudden we should have occasion ;
but in fight the shot lies not there, but in a rope
made like a ring, which lies flat upon the deck,
so that the shot cannot do so much hurt if that
another shot should light amongst it. [From
hence the beef we keep cold at sea is called locker-
beef, for that the cook keeps it in his lockers. ]

A Log-line. Some call this a minute-line.
It is a small line, with a little piece of a board
at the end, with a little lead to it to keep it
edgelong in the water. The use of it is that by
judging how many fathom this runs out in a
minute, to give a judgment how many leagues
the ship will run in a watch; for if in a minute
there run out 14 fathom of line, then they con-
clude that the ship doth run a mile in an hour,
for 60 (the number of minutes in an hour) being
multiplied by 14 (the number of fathom) make
just so many paces as are in a mile: so accord-
ingly, as in a minute there runs out more or
less, they do by judgment allow for the ship’s
way. But this is a way of no certainty unless
the wind and seas and the course would continue
all one, besides the error of turning the glass and
stopping the line, both at an instant; so that
it is rather to be esteemed as a trick for a con-
clusion, than any solid way to ground upon.
The manner of doing it is: one stands by with a
minute glass, whilst another out of the gallery
lets fall the log; just as the log falls into the

182 SIR HENRY MAINWARING

water the other turns the glass, and just when
the glass is even out he cries ‘stop’; then he
stops and reckons how many fathom are run out ;
so gives his judgment.

The Loof of the ship is counted that part
[aloft] of the ship which lies just before the chess-
trees, as far as the bulkhead of the forecastle ;
and therefore we call those pieces of ordnance
which lie there, the loof pieces. Toop up, a term
in conding the ship ; to have him keep her nearer
the wind. Loof into a harbour, that is, to keep
close to a wind, and so go into it. Keep your
loof ; that is, to keep close tothe wind. To spring
one’s loof ; that is, when a ship is going large, to
clap close by a wind.

A Loof-hook is a tackle with two hooks ; one
to hitch into a cringle of the main and foresail,
which cringle is in the bolt-rope of the leech of
the sail, not far above the clew ; and the other
to hitch into a strap, which is spliced into the
chess-tree, and so to bowse down the sail. The
use whereof is to succour the tack in a great
gale, that all the force and stress may not bear
upon the tack; and also it is used when we would
seize the tack surer, or the like.

To Loom. The looming of a ship is (as you
would say) the very prospective of a ship, for
the word is used in this sense. A ship looms a
great sail; that is, she seems to be a great ship.
She looms but small; that is, shews or seems to
be but a little ship:

A Loom-gale. Vide Gale.

M

To Man. We say a ship is well manned when
she hath men enough to use her ordnance, trim

THRE AMAN S DICTIONARY 183

her sails, and ply a convenient number of small
shot; besides chirurgeons,} carpenters, and some
to hand [along] powder, and other men that are
necessary, but not fighters. I mean so as that men
being appointed to their charge shall only intend
that,? though it be true that a man may step from
a gun toarope, or from a rope to use a small shot,
and the like, and therefore it may be thought
there should not need so many ; yet I would have
those things done, as works of supererogation, not
as being forced to them, for if necessity then
require, whilst the sails are a-trimming, the ord-
nance or small shot must lie still. What incon-
venience the want of sufficient manning is, in a
man-of-war, they can best tell who have been
experienced in that laboursome fight at sea which
many times doth not only last for a day, but two
or three. For mine own part, though I might well
be ashamed not to know, and dare to do as much
with a few men as any other, yet to speak my con-
science and tell my mind clearly, were I worthy to
command the King’s ships in any service, I would
rather have twenty men too many than ten too
few. A merchantman is counted well manned
when he hath double so many men as would else
barely sail his ship ; yet commonly they lose their
ships rather for want of men than desire to save
themselves, for though for a while he may defend
himself, yet the man-of-war will be sure of him,
if he can have sea room and time enough. When
they would have men to go heave at the capstan,
they say, man the capstan ; also when ships meet
and desire to shew all their men, they are com-
manded to come all up aloft, and this they call

1 D has the modern form, ‘ surgeons.’
2 J.e. shall confine themselves to that duty.

184 SIR HENRY MAINWARING

manning the ship. So when men are commanded
to go up into the tops to take in the topsails,
they say, man the top well, that is a sufficient
number of men to go into the top to take in the
sail: also man the boat.

Man-of-war. I donot mean to describe what
a Captain or man who is a man of war is, but a
ship of war which is called a man-of-war among
seamen, making use of the figure Metonymia
(continens pro contento). These qualities, com-
modities and conditions I require in a ship, which
I would say should be a right brave man-of-war.
I. She must sail well. 2. Be roomy betwixt the
decks. 3. Flush, without any falls for hindering
men to pass to and fro at ease. She must bear
out her lower tier all reasonable fitting weather,
which if she do, the lower she carries them the
better. Her chase and bow must be well contrived
to shoot as many pieces right forward, and bowing,
as may be (for those parts come to be most used
in fight). Her ordnance not to le right over one
another, but so as that upon the least yaw of the
helm, one piece or other may ever come to bear.
And lastly, she must bear a stout sail. Such a
ship well manned, with men convenient to ply
their ordnance, handle the sails, and use some
small shot, were worthy to be called a man-of-war.
That ship which wants any of these, is like a
soldier who should want either a hand, a leg, or
an arm.

The Manger is a place made with planks,
which are fastened upon the deck right under the
hawse, some foot and a half high ; and sometimes
is made like a triangle meeting at the outward
angle aftward, either abaft or before the fore-
mast ; the use whereof is only to receive the water
which comes in at the hawses when the ship rides

PE SPAMAN'S DICTIONARY 185

at anchor in great stresses, that the water should
not run aft on the decks, and so into hold as it
may. Some ships whose hawses lie high, and
that do ride easily in the sea, need them not, but
others have much use of them.

Marline t is a small line made of untwisted
hemp to be more gentle and pliant than other
lines, and it is also tarred; the use whereof is to
seize the ends of ropes from faying? out; also
they use to seize the sides of the straps at the
arse of the blocks together with this; also if a
sail be ripped out of the bolt-rope, then if they
have haste, or cold weather, so as they cannot
sew it in, they take marline, and with that put
through the eyelet-holes they make fast the sail
to the bolt-rope. This is called marling the sail.

Marlin spike is a small spike of iron made
of purpose for splicing together of small ropes,
and also to open the bolt-rope when they sew
in the sail.

Martnets are small lines which are fastened
to the legs on the leech of the sail and seem like
crow feet, the fall being reeved through a block
at the topmast-head and so comes down by the
mast to the deck: the martnets of the topsails
are in the same manner to the head of the top-
gallant mast, but their fall comes no farther than
the top, where it is hauled. When they are to
haul these martnets, the term is, top the martnets :
the use of them are to bring that part of the leech
of the sail which is next to the yard-arm up close
to the yard when we farthel the sail. These most

1 «Marling ’ ; ‘marling-spike.’

2 This word is not in N.E.D. ; evidently it means ‘ fraying.’
D reads ‘ ffarsing,’ and H ‘fassing,’ derived apparently
from < fas;; a minge. See also p: 200. ‘The word ‘ fag’ is
sometimes used in this meaning.

186 SIR HENRY MAINWARING

commonly belong to the two courses, yet many
great ships have them to the topsails and sprit-
sails.

Masts. The masting of a ship is of much
importance to the sailing and conditions of a ship,
for if she be overmasted, either in length or
bigness, it will overcharge the ship and make her
lie down too much by a wind, and labour too ©
much a-hull. If she be undermasted (that is, too
small or too short), then she loses the benefit and
advantage of spreading so much more sail to give
her way. There are some differences in the pro-
portioning of masts according to the use of the
ship (for those which are to go long voyages are
not to be masted according to true proportion,
but to be made shorter and bigger than ordinary
for fear of spending them in a long journey where
they cannot be repaired), but the rule and way
whereby we give the true proportion for the
length of any mast is to take $ of the breadth of
the ship, and that multiplied by 3 shall give the
just number of feet that the mainmast shall be
in length; the bigness to be one Imenik roma
yard in length, but more if it be a made mast, for
example: Take a ship whose breadth is 30 foot,
four-fifths of 30 are 24 foot, so I say that this
ship’s mainmast must be 24 yards long (for every
yard is 3 foot), and 24 inches through, allowing
one inch to every yard. The foremast is in
length to be 4 of the mainmast, which will be
20 yards lacking one $ part of a yard and 20 inches
through: the boltsprit ever the same in length
and thickness with the foremast. The mizen-
mast to be half the length of the mainmast, which
will be 12 yards long and 12 inches through. And
so this is the true proportion for the masts of a
ship which is 30 foot broad at the beam, for as

PAE SEAMAN'S DICTIONARY 187

we take the proportion of the length of our yards
from the keel, so do we take the proportion of her
masts from the beam, or breadth of the ship.
A long mast is termed a taunt mast ; a short mast
is termed a low mast.

Mats are broad clouts weaved of sennit and
thrums together [and some are made without
thrums], the use whereof is to save things from
galling, and are used in these places :—to the
main and fore yards at the ties, to keep the yards
from galling against the mast; upon the gunwale
of the loof, to keep the clew of the sail from galling
there ; upon the boltsprit and beak-head, to save
the clew of the foresail.

Metal.1 By speaking of the metal of a piece
of ordnance is commonly meant not the quality,

but the quantity of that metal whereof it is made :
' (as to dispert the metal: Pde Dispert). When
they say the piece is laid under metal, that is, with
her mouth lower than the breech; or contrary,
she lies over metal if the mouth lie higher than the
breech ; and if she lie point blank, then they say,
she lies right with her metal: so that it seems
because the breech hath most metal they do more
singularly attribute the word metal to that, than
any other part. If a piece have much metal in
any part, they say, she is well fortified there, and
so contrary.

The Mizen. When we say the mizen, it is
meant, that we speak of the sail, not of the mast,
as set the mizen, that is fit the mizen-sail: change
the mizen, that is bring the yard to the other side
of the mast, and so the tack to the other board.
And so, peak the mizen, that is put the yard right
up and down by the mast: spill the mizen, that is

1 < Mettle.’

188 SIR HENRY MAINWARING

let go the sheet and peak it up. The use of the
mizen is to keep the ship close to a wind. Note,
if a ship gripe too much then we use no mizen, for
then she will never keep out of the wind. Some-
times also we use the mizen when we are at an
anchor, to back the ship astern, to keep her from
fouling her anchor upon the turning of the tide ;
sometimes also we try with the mizen. Some
great long ships require two mizens, then they
call that next the mainmast the main-mizen ;
that next the poop, the bonaventure mizen.

The Mizen-mast. Vide Mast.

The Mizen-sail. Vide Sail.

The Mizen-topmast. Vide Topmast.

The Mizen-yard. Vide Yard.

[Monk-seam. This is a kind of sewing the
canvases of the sails together, when the edge of
the one is sewn over the edge of the other, and
so it is sewn on both sides. This is the strongest
way of sewing the sails. |

[To Moor, or Mooring. To moor a ship is
to lay out her anchors, as is most fit for the ship
to ride by in that place where she is; for there
are these kind of mooring: first to moor across
or thwart, which is to lay one anchor on one side of
the river and the other on the other, right against,
so as both cables (either for ebb or flood) may
bear together. Next, to moor alongst, that 1s,
to lay one anchor right in the middle of the
stream on ahead, and the other astern; and
this is where they fear driving ashore, for then
both the cables will bear together if she tally?
in upon either shore. The third is, mooring
water-shot, that is (as you would say) quartering
betwixt both, for this is neither across the tide

1 D, H, $ talee n Z, jae

ie ae

Pee SE AMAN'S DICTIONARY 189

nor alongst the tide. When they come into any
place, they perceive where, which way, and upon
what point of the compass, the wind or sea is
likely to endanger them most ; and so just there
they lay out an anchor, and this they call mooring
for West, North-west, or as the point is. Note

that a ship is not said to be moored with less than

two anchors aground, yet if she have but one
a-ground and a hawser ashore (which is called
a proviso) we say she is moored with her head to
the shore. |

To Mount. Mounting a piece of ordnance is
taken in two senses ; that is, either to put them
upon and into their carriages: as we say, the
ship’s ordnance are not mounted, that is, not
on their carriages; or else when they are in their
carriages and the mouth of her lies too low for the

_ mark, we say, mount the piece higher. But if

she lie with her mouth too high for the mark,
we say, let fall the piece a little, not dismount the
piece ; for to dismount the piece is to take it out
of the carriage, or that the carriage is not service-
able; as in fight when a shot hath taken, or
broken a carriage, we say the piece ts dismounted.

Murderers are small iron or brass pieces with
chambers. In merchant-men they are most used
at the bulkheads of the forecastle, half-deck
or steerage,t and they have a pintle which
is put into a stock,? and so they stand and are
traversed ; out of which they use murdering
shot to scour the decks when men enter; but
iron murderers are dangerous for them which
discharge them, for they will scale extremely
and endanger their eyes much with them. I have
known divers hurt with shooting them off.

1 B, ‘ steer-reach.’ a D. H- socket.’

190 SIR HENRY MAINWARING

N

[Neal-to. That is, when it is deep water
close to the shore (as you would say a bank)
that is right up and down without any shoaling. ]

Neaps, or Neap Tide. When the moon is in the
midst of the second and last quarter, then we have
neap tides. The etymology of the word I know
not, but the meaning of it is this: the neap is
opposite to the spring, and there are as many
days allowed for the neap or falling of the tides
as are for the spring or rising of the tides. These
do cause, that where it doth not ever! flow high
enough, we are forced to stay for the launching
and grounding of ships, and also for going over
some bar, till a spring. Note, in neap tides
the water is never so high nor so low as in the
spring tides; also the tide never runs so swift
in neaps as it doth at springs. Note that as the
highest of the spring is three days after the full,
or change of the moon, so the lowest of the neap
is four days before the full or change, and then
we say it is dead neap. When a ship lacks water
so that it doth not flow high enough to bring her
off the ground, or out of a dock, we say she is
be-neaped. So if a ship is within a barred harbour
that there lack water to carry her over till the
spring, we say she is be-neaped.

The Needle is that iron wire which is made
fast to the fly of the compass, and is that which
gives the motion to it, being touched with a
loadstone. The best for to receive and retain
the virtue of the stone are made of steel, and the
best form is to make them round with two small
points directing to the North and South, for in

1 I.e. always.

THE SEAMAN’S DICTIONARY - 101

this form they do most equally poise the fly.
Who would understand more of these, let him
read Dr. Barlow’s book of the loadstone,! where
all things belonging to the needle are most exactly
and compendiously set down.

Nettings are those small ropes which are seized
together with rope yarns in the form of a net
with meshes, and are for the most part only used
in the waist (yet I have seen Flemings have
nettings over all, from the top of the forecastle
over the poop) ; and are stretched upon the ledges,
which are placed from the waist-trees to the
roof-trees. In merchantmen it is chiefly used
having a sail laid over it, for to shadow their men,
and for a close fight ; but I think they are in an
error, for it is most dangerous for firing, of small
defence if men enter, being quickly cut down,
and being once torn down (as it may easily with
small grapples ?) it doth cloy all the waist. Ina
man-of-war it is good to have them for the pleasure
and succour of the company [in foul weather or in
extreme sunshine], but not to use them in fight.

Netting-sails are the sails which they lay
upon the nettings.

Nippers are small ropes (about a fathom and
a half or two fathom long) with a little truck
at one end (or some have only a wale-knot), the
use whereof is to hold off the cable from the main
capstan, or the jeer-capstan, when the cable
is either so slippy? or so great that they cannot
strain it, to hold it off, with their hands only.

1 William Barlow (d. 1625), chaplain to Prince Henry and
afterwards Archdeacon of Salisbury. He made important
improvements in connexion with compasses at sea. His book,
Magnetical Advertisements concerning the property of the
Loadstone, was published in 1616.

2 D, ‘ grapnells.’ aD, simie

192 SIR HENRY MAINWARING

(0)

Oakum ' is nothing but old ropes, or others
untwisted, and so poe out as it were into loose
flax again ; also, tow,? or flax being so employed
about a ship i is called white oakum. The use of
it is to drive into the seams and to all parts
where they suspect water may come in, as the
heads of the trenails, etc. White oakum is best
to drive first into the seam, but tarred oakum
is best for the outside of the seam next the water.
When it is rolled up, so as when the caulker
drives it in, it is called a thread of oakum. [lia
ship open her seams so much that the oakum come
out, whereby she becomes leaky, they say she
spews her oakum.|

To Observe is to take the height of sun or star
with any instrument, whereby we know in what
degree of latitude the ship is. I need not say
much of this, for it would require many lines,
and it is taught in every book of navigation.

The Offing. By this is meant as much as
to say out in the open sea, from the shoreward ;
as if I be at sea in a ship, the shore on one side
of me and on the other side, to sea-board, another
ship, she is in the offing. So if a ship be sailing
into the seaward fromwards* the shore, we say
she stands for the offing. Or when a ship (as
in our Channel) keeps in the middle of the Channel
and comes not near the shore, we say she keeps
in the offing.

Offward is a term used when a ship is ashore
[and heels to the waterward, fromwards the
shore]; they say, she heels to the offward. Or
if her stern lie towards the sea; we say Nen

1 Ockhami 2. toa,’ TOWE 3 D, ‘ frowards.’

THAMAN S DICTIONARY 1063

stern lies to the offward, and her head to the
shoreward.

Orlop. The Orlop is no other but the deck.
As we say the lower deck, the second deck, so
you may as well say the lower orlop, or the second
orlop, for this word orlop seems to be appropri-
ated only to these two decks; for if there be a
third deck it is never called by the name of orlop,
but by the upper, or third, deck.?

The Outlicker is a small piece of timber (some
two or three yards long, as they have occasion
to use it) and it is made fast to the top of the poop,
and so stands right out astern. At the outward-
most end there is a hole, into which the standing
part of the sheet is made fast, and so, being reeved
through the block of the sheet, is reeved again
through another block which is seized to this
piece! Of timber near the end; and so the use
of this is to haul down the mizen sheet to it.
This is seldom used in great ships, but the cause
why in any ship it is used is for that the mizen
mast is placed so far aft that there is not room
enough within-board to haul down the sheet
flat, and so are forced to use this without-board.
-The small French Burtons and Allowns? do
use this most of any ships which I have seen,
and generally all Newcastle carvels have them.

Overset. When a ship at sea, with bearing

1 D reads: ‘for if a ship have three decks they never call
the uppermost (which is the third) by the name of orlop, but
by the name of deck, as to speak of them they will say she
hath a tier of ordnance on the first and second orlop, and also
upon the upper deck.’

2 Burton is apparently a corruption of Breton (vide
Mariners’ Mirror, February 1914): presumably ‘allown’
(or ‘ allowner ’ as it reads in D, H, and Z), is a similar corrup-
tion, but it is difficult to conjecture what the original was ;
possibly ‘ Olonne.’

TIS o

194 SIR HENRY MAINWARING

too much sail, is borne over on a side and so
foundered in the sea, we say she was overset.
Sometimes with an extraordinary wind the ship
may be overset with nothing but the power which
the wind may have over her hull, especially if
the wind and current go contrary. I have heard
some say that disemboguing out of the Indies
by Cape Florida (where the current ever sets
very strong to the Northward) that if they have
met with a gust at the North, the wind having
power over the hull of the ship aloft, and the
current setting to windward, having power of
the hull alow, they have been in great danger of
foundering. Also the turning over of any cable
. or small rope which is coiled up, is called over-
setting ; as overset the cable, etc.

Overthrow. When a ship that is brought to
be trimmed aground doth fall over on a side, we
call it overthrown, and not overset; the reason
whereof is her want of floor to bear her upon the
ground ; and sometimes it may happen by the
indiscretion of those who bring the ship aground,
heeling to the offward, if the ground be too steep,
whenas they should heel her to the shoreward ;
to prevent which, we have no way but to shore
her up with her topmast and yard.

Ooze, or Oozy is a soft, slimy, muddy ground.
This is no good ground to ride at anchor in, for
the anchors will not hold here in great stresses ;
but the best way to make them hold is to shoe
them, and in some places that will not serve neither ;
besides this is very bad ground for the rotting of
cables. If a man would have a ship lie long
aground, it is best laying her in ooze, for there
she will lie very soft and easily, for she will quickly
dock herself there. It is very bad also for rotting
the plank, and the oakum which is in the seams.

THE SEAMAN’S DICTIONARY _ 195

P

A Parbuckle t is a rope which is used in the
nature of a pair of slings. It is a rope seized
together at both ends, and so put double about
the cask to hoist it in by; and the hook of the
munner 1s hitched into it, to hoist it in. This is
the quickest way of slinging the cask, but not so
sure a way for slipping as the slings.

To Parcel, or parcelling, is to take a little
canvas (about the breadth of a hand) and so lay
it over a seam, which is first caulked, and it is
most commonly used alongst the ship’s sides over
the cabins, on the quarter deck over the master’s
cabin: then heat a little pitch and tar very hot,
and pour upon this canvas, and all this together
is called parcelling a seam.

[Parrels are those things made of trucks and
ribs and ropes, which go about the mast and are
at both ends made fast to the yards; and are so
made with trucks and ribs, that the yard may
slide up easily. These also, with the breast rope,
do hold the yard close to the mast. ]

The Partners are those timbers which are
bolted to the beams and do compass and shut
in the mast at the deck; and are the strength
that do keep up the mast steady in the step, and
also that it should not roll out the ship’s sides.
There are partners also at the second deck in the
same nature, but the mizen hath but one pair
of partners. The mast doth use to be wedged
fast in these from stirring or wagging, yet I
have seen some ships that would not sail well
unless the mast were loose and, as they term it,
had leave to play in the partners ; but in a storm

1 < Parbunckle.’

196 SIR HENRY MAINWARING

it is dangerous to let the mast have any play for
fear of wronging the partners, which if they should
give way there is no remedy but to cut the mast
by the board.

[A Passarado, or more properly a nepas-
arceua 1 rope is any rope wherewith we haul down
the sheet blocks of the main and fore-sails when
they are hauled aft; the clew of the mainsail
to the cubbridge head of the mainmast, and the
clew of the foresail to the cat head; and this is
done when the ship goes large. ]

A Paunch. Those mats made of sennit which
are made fast to the main and fore-yards, to save
them from galling against the masts, are called
paunches, by a proper name.

The Pawl is a little piece of iron bolted to one
of the beams on the deck close to the capstan,
but so easily that it hath leave to turn about.
This is it against which the whelps of the capstan
do bear when they would have the capstan kept
fast from turning back again; and therefore
they say, heave a pawl, that is, heave a little
more that the pawl may catch hold of the whelps.
This is very necessary sometimes when they heave
up the anchor in a great sea-gate, to hold fast lest
the force of the sea, jerking ? up the ship suddenly,
should fling men from the capstan. This is called
pawling the capstan, and when they would have
the capstan go back they say, wn-pawl the capstan.

1 ‘Passaredo.’ The etymology of this word is unknown,
and Mainwaring’s derivation (which is only given in D and
one or two other MSS.) is unintelligible. Jal does not notice
the word in his Glossaire Nautique, but gives what is evidently
a cognate word, ‘ Passaro,’ used in the Adriatic to denote a
lace by which the foot of a sail was made fast to the yard
in vessels of the Trabacolo type.

2 © Yerking.’

Bis a ta

THE SEAMAN’S DICTIONARY 197

To Pay is the same that parcelling is, only
wanting the canvas ; for we call it paying a seam,
when after it is caulked we heat pitch to lay upon
the seam to keep it from being pierced with the
water. We also use no tar to this. Also, when
we grave a ship we call the laying on the stuff
(whatever it be, rosin and brimstone and oil,
or the like) paying her, for they say, pay her up
to the bends, pay thicker, or the like. Also when
a ship is to tack, and that all her sails are aback-
stays (that is, flat against the shrouds and mast,
so that we are sure she will not fall back again),
we say the ship zs paid, and then we let rise the
tack and haul the sheets, and so come to lay her
head the other way.

A-peak. To heave a-peak is to heave the hawse
of the ship right over the anchor, so that the cable
is then a right perpendicular betwixt them. To
vide a-peak is to have the main-yard and fore-yard
hoisted up, and so one end brought down close
to the shrouds, the other being raised up; and
so are they done to the contrary sides, the star-
board yard-arm of the main-yard coming down
to the starboard side, and the larboard of the
fore-yard, so the yards seem to cross one another
like a St. Andrew cross. The manner of doing
it is, for the main-yard, letting go starboard
topsail sheets and topping up the larboard lifts ;
and so contrarywise for the fore-yard. To ride a
broad peak, is to ride in the same manner, but the
yard must be but half mast high. They never
lightly ride in this manner with their yards, but in
a river ; the reason: lest, riding with their yards
across, some ship might by chance come foul of
them and break their yards. Also that room
which is in a ship’s hold, from the bitts forward
on to the stem, is called the peak, or fore-peak

198 SIR HENRY MAINWARING

of the ship. In the King’s ships the powder is
placed there. Merchantmen place their victuals
there outward bound, but other men-of-war,1
which are full of men, will use it for to lodge
some of the company.

Pendants. A pendant is a short rope made
fast at one end, either to the head of the mast,
or to a yard, or to the clew of a sail, and are
in bigness according to the places where they
are used ; having at the other end a block with
a shiver, to reeve some running rope into it:
as the pendants of the tackle, which are made
fast to the head of the mast ; and so the pendants
of the back-stays which are there made fast
and hang a little way down on the inside of
the shrouds. Generally all the yard-arms except-
ing the mizen have pendants into which the braces
are reeved, and by them they are easily known.
Also they call those colours which are hung out
on the yard-arms, or from the head of the mast,
for a show to beautify the ship, pendants.

[The Pillow. That timber whereon the bolt-
sprit doth bear, and rest on, at the coming out of
the hull of the ship aloft by the stem, is called
the pillow of the boltsprit.]

A Pintle is a small iron pin which is fastened
to murderers, as also to harquebusses-a-croc,
which is put into a socket or any hole, to keep
the piece from recoiling. Also those iron pins
which are made fast to the rudder and do hang
the rudder to the stern post, being put into iron
sockets, are called the pintles of the rudder.

Pitching is not only laying pitch upon any
place (which yet is more properly called paying)
but it is taken also for the placing of the step of

1 Te: privateers.

ea ae Sas
S

FUR SPAMAN S DICTIONARY 199

a mast; as they say, the main mast is pitched
a little too far aft, that is, stands and is placed
too far towards the stern of the ship, but it is
not meant by the head hanging too far aft. So
the foremast is pitched too far forth, that is
the mast stands too far forward on. Also if a
ship fall much into a sea they say she pitches much
into the sea ; or if she beat much against the sea,
so as to endanger her topmasts with the stroke,
they say, she will pitch her masts by the board.

Plats are flat ropes made of rope-yarn woven
one over another, and are for to save the cable
in the hawse from galling. Also we use them on
the flukes of the anchor to save the pendant
of the fore-sheet from galling against the anchor.

A Plot and Sea-Card is all one. Vide Card.
To prick a Plot is to note down the traverse of
the ship’s way and so, comparing it to your
observation finding where the ship is; to make
a small prick in the plot in that latitude and
longitude where you suppose the ship to be, and
so, still keeping account of the days, you shall
still see how near or far off you are from the place
which you sail to.

A Point. The sharpness of any headland
is called the point of the land. When they say
that two points are one in another, that is they
are so just in a right line from us, one betwixt
the other, that we cannot see the one for the other.
Also the compass is divided into 32 points, repre-
senting 32 winds, so that we call sailing by the
compass sailing upon a point. They also use to
undo the strand at the end of a cable (some two
feet long), and so make sennit of the rope yarn and
lay them one over another again ; making it less
towards the end, and so at the end make them
all fast with a piece of marline or the like. This

200 SIR HENRY MAINWARING

is called pointing the cable; the use whereof is
to keep the cable from fassing,! but chiefly to
see that none of the end is stolen off and cut away.

[The Poop. The poop of the ship is the upper-
most part astern of the ship’s hull, and is the deck
over that which is commonly the master’s cabin. |

A Port is that place out of which the ordnance
are put through the ship’s sides, and these are
to be made so large that the ordnance may have
leave to traverse as much bowing and quartering
as may be. About 30 inches is the ordinary rate
for a port for a demi-culverin.

To Port is a word used in conding the ship
when she is right before a wind, or if the weather
sheet be aft as far as the bulkhead, which is more
than quarter winds but not right afore. They
will use the word steady a-port, or steady a-star-
board ; the ship heels to port, bring things over?
to port, and the like terms easily understood.

Pouches are small bulkheads made in hold,
either thwartships or longst-ships. Those who
carry corn, or any such goods that will shoot
over from one side to the other, do make many
bulkheads, or several rooms (as it were) to keep
it up, and these are called pouches. Also when
we careen ships there are small bulkheads made
some distance from the keelson on either side in
the hold, which serve to keep up the ballast
when we shift it either for the righting or bringing
down of the ship when she is on the careen, and
these are also called pouches.

Powder. There are two sorts of powder;
the one serpentine powder, which powder is dust,
as it were, without corning; and this we never

1 Fraying out. See note on p. 185.
1 D, H, Z, nears

THA PAMAN: S DICTIONARY 201

use at sea in ordnance, nor small shot, both
because it is of small force, and also, for that
it will (with the.air of the sea) quickly die and
lose its force... The other is corn powder, whereof
there are #Wwo sorts: cannon powder, which
is a great corn, and not very strong; the other
musket powder, which is the finest, strongest,
and best we can get. The ingredients which make
the powder are: first, saltpetre, wherein the
force of the powder consists; next brimstone,
which is apt to flame, and once flamed causes
the saltpetre to flame; lastly, coal! which is
apt with any sparkle to kindle, but not to flame,
yet doth maintain the flame of the other two.
The best saltpetre is that which hath no fat ;
the best brimstone without dross; and the best
coal that which is made of the lightest wood.
I only touch some chief things of this because
there are divers books concerning main conclu-
sions touching the effects of powders in all kinds.

The Powder-room is that room in hold where
we lay the powder. The greatest care in placing
this room must be, to have it farthest from the
use of any fire, and freest from the danger of
shot.

Predy? is a word used amongst them in the
stead of ready; as when we come to fight the
commander bids them make the ship predy,
make the ordnance predy, that is, make them
ready for to use in fight. A predy ship ; that
is when her decks are all clear, and the ordnance
and all things fitted for fight. Also make the
hold predy is to lay things out of the way, so as
that they may stow the goods in commodiously.

1“ Cole ’ ; 2e charcoal.
zD.: preddie ;- H. $ preddy.’

202 SIR HENRY MAINWARING.

A Preventer Rope, Vide Rope.

Priming is so fitting and filling the touch
holes with fine dry powder, and putting in a
priming iron to pierce the cartridge, so that
powder being fired the powder in the cartridge
may likewise fire too; for if the powder in the
touch hole is fired and the rest within the piece
go not off, we say she was not primed, or not well
primed. For this there is powder made very
small and extraordinary dry, and the gunner
hath it in a great horn at his girdle m memi
which horn he calls his priming horn. Also the
first ground or colour which is laid on for others
to come over it in painting the ship, is called
priming.

A Proviso, Vide Mooring.

The Prow is the foremost part of the ship
considered aloft, and not alow between the decks
or in hold. To enter into the prow is to enter in
the forecastle. The prow pieces are those which
lie aloft before. Go forward into the prow, that
is, go into the forecastle, before the foremast ;
and it is most truly understood for that part
which is betwixt the chase and the loof.

Puddings are ropes nailed round to the yard-
arms of the main and fore-yards close to the end,
and so are three or four or more a distance one
from another upon each yard-arm. The use of
them is to save the robbins! from galling asunder
upon the yards when we haul home the topsail
sheets. Also the serving of the ring of the anchor
with ropes, to save the clinch of the cable from
galling against the iron, is called the pudding of
the anchor.

Pulleys are small blocks with one or two

1 Now usually spelt ‘ robands.’

ol a

THE SEAMAN’S DICTIONARY 203

shivers in them, and may either be called so, or
by the name of small blocks (for great blocks
are not usually called by the name of pulleys),
as the pulleys of the topsail braces, clewlines,
martnets, &c.

Pumps. there are three sorts of pumps
used in ships. The first and most common are
ordinary pumps such as are used ashore, and these
dor cand by the mainmast. The next is a
burr-pump, which is not used in English ships,
but Flemings have them in the sides of their
ships, and are called by the name of bilge pumps,
because they have broad long floors that do hold
much bilge water. The manner of these is to
have a staff some six or seven feet long, at the
end whereof is a burr of wood whereto the leather
is nailed, and this doth serve instead of the box ;
and so two men standing right over the pump
do thrust down this staff, to the midst whereof
is seized.a rope long enough for six, eight, ten or
more to hold by, and so they pull it up and draw
the water. This pump doth deliver more water
than the former and is not so laborious to pump
at. The third and best sort are chain-pumps.
These deliver most water and with most ease
for the company and are soonest mended if
anything fail, having spare esses, if any chance
to give way. These have a chain full of burrs
and a wheel which makes it deliver so much and
go so easily. The term is for pumping, to pump
a spell, and at ordinary and burr-pumps they
reckon by the stroke. As to say, a spell of 200
strokes; but a chain pump, the spells go by
glasses. The pump sucks, that is draws wind,
and hath no water that comes to it. There are

1 §-shaped links.

204 SIR HENRY MAINWARING

also pumps made of a cane, or else of latten
which we put down into the cask, to pump up
the drink, for at sea, in hold, we use no spigots.t

The Pump-brake is the handle they pump
by in the ordinary sort of pumps.

The Pump-can is the can which they draw
water in to pour into the pump, and this is a
great can.

The Pump-dale is (as it were) the trough
wherein the water doth run alongst the deck
out to the scupper holes.

To Purchase. We call the gaining or coming
in of a rope by our hauling of it in with our hands,
or heaving it in at the capstan, or otherwise,
purchasing. As the capstan doth purchase apace,
that is, draws in the cable apace, or the tackles
do purchase, and the contrary. When we cannot
get in anything or haul it away, we say, we cannot
purchase with the rope, tackle, or like. Note
that the more parts that any tackle, halliard,
or the like do go in, the more easily a man may
purchase upon them ; as it is easier to purchase
with a block which hath three shivers than with
a block that hath but two ; but then this is longer
a-doing.

Puttocks are the small shrouds which go from
the shrouds of the main, fore, and mizen masts,
and also to the topmast shrouds, if the topmast

have a topgallant top. The use whereof is to’

go off the shrouds into the top, for when the
shrouds come near up to the mast they fall in
so much that otherwise they would not get into
the top from them. The ‘puttecks are ae seu
bottom seized to a staff which is made fast there
to the shrouds, or some rope which is seized there,

1 í Spickettss

Be eat 3

THE SEAMAN’S DICTIONARY 205

and above to a plate of iron or to a dead-man-eye,
to which the lanniers of the topmast-shrouds
do come.

Q

ihesOuarter. That part of the hull of the
ship which is from the steerage to the transom,
or fashion piece, is called the quarter, or the ship’s
quarter.

Quarter Deck is that deck which is over the
steerage, till it come to the master’s cabin.

Quartering is when a piece of ordnance lies
so, and may be so traversed, that it will shoot
in the same line, or on the same point of the
compass, as the quarter bears. Also, when a
ship sails with quarter winds, we say, she goes
quartering ; then we let rise the weather tack
and haul aft the sheet to the foremost! shroud
and veer out the lee sheet a little. This way
she goes fastest, for now all sails draw together.

Quarter Winds are when the wind comes in
abaft the mainmast-shrouds, just with the quarter.

Quoins. There are three sorts of quoins
Hsed in a ship: that is, the quoins which the
gunners use under their ordnance for to mount
them higher or lower; they are made broad,
but thinner at one end than at the other, with
a handle at the thick end to draw it out or put
it farther in, as you have occasion to mount
the piece. Pulling out the quoin is termed to
draw the quoi. Another sort are called cantic
qguoims : these are short—the length of a hand—
and are made with three edges; the use whereof
is to put betwixt the cask, at the bilge hoops of
the cask, to keep the cask steady from rolling

1 ‘ Fore-mast.’ D, ‘ for-mast of the main shrouds.’

206 SIR HENRY MAINWARING

and labouring one against another. The third
sort are standing quoins, and they are made of
barrel boards, some four fingers broad, of a fit
length to be driven across betwixt the butts,
one end, two or three hoops from the chine
hoops of one butt, and the other in the same
manner to another, to keep the chine of the butt
steady from gaging.?

R

Rabbeting is the letting in of the planks to
the keel, which is a little hollowed away that the
plank may join in the better and closer to the
hooks and the keel; and this is only used in the
rake and run of the ship, and not in the flat floor ;
and this hollowing away is called the vabbet of
the keel.

Rake. The Rake of a ship is so much of her
hull as doth overhang both ends of the keel;
so that, let fall a perpendicular upon the end of
the keel at the setting on of the stem, so much
as is without that forward on is her rake forward
on. And so in the like manner at the setting in
of her stern post, and that is her rake aftward on.
Commonly the rake forward on is more than a
third, but less than one-half of the length of her
keel. There is not any one rule observed amongst
all nations, for some give long great rakes, as
generally all French built; the Flemings not so
much. And for the rake ‘aftward on, i bemas
of no use for the ship but only for to make her
ship-shapen (as they call it), they give as little
as may be, which commonly is about a fourth or
fifth part of her rake forward on. A great rake

1 Jerking. D, H, Z, read ‘ jogging.’

THE SEAMAN S DICTIONARY 207

forward on gives a ship good way and makes her
keep a good wind, but if she have not a good full
bow it will make her pitch mightily into the head
sea; besides, it doth mightily charge: the ship
because it doth overhang the nail And if
a ship have but a small rake she will commonly
be too bluff, and so meet the sea too suddenly
upon her bows, which will hinder her going through
muchi Phe longer a ship's rake is, the fuller
must be her bow. The best conditioned ships
have neither too much nor too little.

Ram-head. The ram-head is a great block
with three shivers in it, into which are reeved
the halliards, and at the head of it into a hole
are reeved the ties. This block doth only belong
to the main and fore halliards.

A Rammer is a staff with a round piece of
wood at the end of it, the outwardmost being
flat, somewhat less than the bore of the ordnance
to which it doth belong ; and this is to drive home
the powder close to the breech of the piece, and
so the shot to the powder, and the wad to the
shot, and that is called ramming home the powder
or shot.

Ranges. There are two; the one aloft upon
the forecastle a little abaft the foremast, the
other in the beakhead before the wooldings of
the boltsprit: that in the forecastle is a small
piece of timber which goes over from one side to
the other, and there is fastened to two timbers,
and in the middle, on either side the foremast,
two knees, which are fastened to the deck and this
timber, in which run the topsail sheets in a
shiver, and hath divers wooden pins through it
to belay ropes unto (as the foretacks, fore-topsail

1 See note on p. 166.

208 SIR HENRY MAINWARING

sheets and fore bowlines, the fore loof-hook),
and that in the beakhead is in the same form,
whereunto is belayed the spritsail lifts, the garnet
of the spritsail, and other ropes belonging to the
spritsail and spritsail-topsail.

Ratling is a line wherewith they make the steps
by which we go up the shrouds and the puttocks,
and so the topmast shrouds in great ships; and
these steps, which make the shrouds look like
ladders, are called the ratlings of the shrouds.

A Reach is the distance of any two points
of land which bear in a right line to one another,
which term is most commonly used in rivers ;
as Limehouse Reach, Greenwich Reach, Long
Reach, and the like; the reach being counted
so far as you can see the reach to lie in a straight
line. Also some call the distance and crossing
betwixt Cape Verde and the first islands, entering
to the West Indies, Long Reach.

To Reeve. The word is used just in the same
sense, in respect of ropes, that putting in or
putting through or passing through would be,
but they ever use this word reeve; as when we
would express that the tack is put through the
chess-trees, we say it is veeved through, or instead
of putting a rope through a block, we say reeve
it in that block (as the halliards are reeved in
the knights and ram-heads) ; and it is generally
to be understood and applied to all ropes that
pass through blocks, dead-men-eyes, chess-trees,
and the like. And so when we would have that
rope pulled out of the block, etc., we say, unreeve
that rope; or the braces, lifts, sheets, etc., are
unreeved.

Ribs. By a resemblance that the timbers
(that is the futtocks) of a ship have when the
planks are off to the ribs of a dead carcase, we

THE SEAMAN'S DICTIONARY 209

do in that kind call all those timbers by a general
appellation, the ribs of the ship, though otherwise
they have particular names; as if two ships
in a sea-gate lie aboard one another and break
with her weight some of the others futtock
timbers, they will say, she hath broke some of
her ribs. Also those little long wooden pieces
which are made with holes, like the comb under
the beakhead, and do belong to the parrels of
the yards, are called the rtbs of the parrels.

To Ride. We say a ship rides whenas her
anchors do hold her fast so as that she doth not
drive away with the tide or wind; for though
she sheer from one side to the other, yet if her
anchors do hold fast and come not home we say
she rides. To ride a great road ; that is, to ride
where the sea and wind have much power over
the ship and strain the cables very hard. Note
a ship rides easiest and with more security having
but two cables spliced together (which they call
a shot) than she will by three single cables ; for
the length of the shot will give her more scope
to play and rise upon the sea with ease; for by
reason also of the weight, the ship can hardly
strain it: for when a great sea comes to jerk up
the ship, the shot is so long afore it comes to
straining that the force of the sea will be past
before it can come up to bear so much stress as
a Shorter cable would do. The deeper the water
is, the worser it is to ride, and requires much more
cable in proportion than shoaler water. For
though in shoaler water the sea will break more,
yet it hath not that power and weight which the
deep water hath. When we ride any extra-
ordinary road we strike down our topmasts
and bring our yards alongst-ships, in much
wind especially. To ride across is to ride with

II. P

210 SIR HENRY MAINWARING

our main-yards and fore-yards hoisted up to the
hounds, and both yard-arms topped alike. To
vide a-peak is to ride with the yards peaked a-
peak; and also when we ride with the hawse
just over the anchor, then we ride a-peak, that is,
when we ride ready to set sail. When they
would express that they have rid a great road
and stress, they say they rid hawse full, that is,
that the water broke into the hawses. To mde
thwart is to ride with her side’ to the tide; then
she never strains her cables. To ride betwixt
wind and tide is when the wind and tide have
equal power: one, one way; the other tac
other way, so that the ship lies rolling with her
broadside in the trough of the sea; and thus
she will roll mightily, but not strain her cables.

[Riders are great timbers (in hold, or else
aloft) which are not properly belonging to the
build of the ship, but only bolted on upon the
other timbers to strengthen them where they
find the ship to be weak. Merchantmen spare
them as much as they can, because they hinder
stowage of cask in hold.]

Rigging. The rigging of a ship are all ropes
which belong either to masts or yards : and more
particularly we say, the mast is rigged, the yards
are rigged ; that is, when they have all the ropes
that belong to them. We say a ship is well
rigged when the ropes belonging to her are of
a fit size, not too big nor too little; also when
there are no unnecessary ropes put up, as too
many shrouds, tackles for the mast,. crow-feet,
or the like. When that we say a ship is over
vigged it is meant the ropes are too big for her,
which is a great wronging to the ship’s sailing ;
for a little weight aloft doth hinder more than
a great deal alow, by making the ship apter

THE SEAMAN’S DICTIONARY. 211

to heel, and holding wind-taut; for note that
the more upright any ship goes, the better she
doth sail, for a crank-sided ship can never sail
well by the wind. To tell the particulars of
rigging a ship will require a small discourse by
itself and would be too long for this, therefore
I leave it to some other occasion,

Ring-bolts. Vide Bolts.

The Risings are those thick planks which
go fore and aft on both sides, under the ends of
the beams and timbers of the second deck, the
third deck, the half, and quarter deck ; whereon
the beams and timbers of the deck do bear at
both ends of the ship’s sides: but those thick
planks which in the like sort bear up the lower
deck, are called clamps.

Rising Timbers are the hooks placed on the
keel, which bear this name in respect that accord-
ing to the rising by little and little of these hooks,
so the rake and run of the ship doth rise by little
and little from her flat floor.

A Road is any place where a ship may ride
near the land, and yet cannot ride land-locked
for all winds. A good road is where there is good
ground for anchor hold, shoal water, and so as
that howe’er the wind blow, there can no great
sea-gate come in; being the land may be in the
wind on one side, and some sands, rocks, or the
like, to break off the sea on the other. Also we
say, if it be a place (as in divers places of Barbary
and others) where the sea will give a man warning
(that is, the sea will come swelling in before the
wind, as at Sati) of any foul weather, so
that a man may have time to set sail and go to
some other road, on the other side of the bay,

1 í Saphy, ‘Saphee ’: in Morocco.

212 SIR HENRY MAINWARING

headland, or the like, this we call shifting of
roads. A wild road is a road where there is little
land on any side, but lies all open to the sea; as
to ride upon a headland, or alongst a shore where
there is no bay, nor anything to break off the
sea, or wind if it come off the sea. A bad road
is the contrary to the good.

A Roader. We call any ship that rides at
an anchor in the road, a roader.

Robbins are little lines reeved into the eyelet
holes of the sail under the head-line,t and are to
make fast the sail unto the yard; and the term
is, make fast the robbins, and not tie them. And
note that seafaring men use the word make fast
instead of tieing, as land men use to say, tie a
rope.

Roof-trees are those timbers which are made of
light wood (as of masts sawn) that go from the
half deck to the forecastle, and are to bear up the
gratings and the ledges whereon the nettings lie.
These are supported under with stanchions which
rest upon the deck. Also if they have occasion
to use any such piece over the half deck for
nettings or sails, it is called a roof-tree.?

Ropes. Generally all the cordage belonging
to a ship is called by the name of rope, as we say
a cable is a good or bad rope (according as it
is), and so a hawser or the like; but more par-
ticularly only some, which beside their particular
appellation have the general word rope added to
them. These are an entering rope, a top rope,
a boat rope, a buoy rope, a guest rope, a keel rope,
a bucket rope, a rudder rope, a preventer rope
(which is a little rope seized cross over the ties
close at the ram-head, that if one part of the

1 D, H, Z read ‘head-rope.’ = See note on p. 178.

THE SEAMAN: S DICTIONARY 213

ties should break, the other should not run through
the ram-head to endanger the yard), a breast rope,
and is the rope which lashes the parrel to the mast.

Rope Yarns are the yarns of any ropes un-
twisted, but most commonly it is made of the
ends of cables half worn or so. They serve for
many uses to serve small ropes with, or to make
sennit mats, or the like; also knittles, which is
two twisted together, and caburns. They serve
also to make up the yard-arms of the sails, and
therefore still when we take in our sails the boys
of the ship are to attend the sailors with these
rope yarns, to furnish them as they have occasion
to use them.

The Round-house is the uppermost room of
the stern of the ship, and that which commonly
is the master’s cabin.

Round-in. This is a term used to the main
and foresail when the wind larges upon them ;
then they let rise the main tack, or fore tack and
haul aft the fore sheet to the cathead, and the
main sheet to the cubbridge head. This they
call rounding aft, or rounding in the sail; the
sheets being there, they haul them down, to keep
them steady from flying up, with a rope called
a passarado.

Rouse-in is a word they use particularly
whenas a cable or hawser doth lie slack in the
water, and they would have it made taut; as
when a ship rides but by one anchor, upon the
turning of the tide the cable will be slack and
so will be in danger to foul about the anchor,
then to keep it stiff and taut they will haul in
so much as lies slack, and this they call rousing in
the cable, or rouse in the hawser; but it is not
used in the hauling in of any other rope, as boat
rope or the like.

2TA. SIR HENRY MAINWARING

Rove and Clinch. The Rove is that little
iron plate unto which the clinch nails are clinched.
The planks of clincher boats are thus fastened
together, also the planks of the ports are fastened
so together ; which kind of work is called rove
and clinch.

The Rowl is that round piece of wood or iron
wherein the whip doth go, and is made to turn
about that it may carry over the whip from side
to side with more ease.

The Rudder is that piece of timber which
hangs at the sternpost of the ship, having four,
or five, or six irons which are called pintles,
according to the bigness of the ship, fastened to
them, which pintles are fitted for the gudgeons
at the sternpost, and so by these the rudder is
hanged to the sternpost. This is the bridle
which governs the ship. The narrower the rudder
is, the better, if the ship do feel it; for a broad
rudder doth hold much dead-water, if the helm be
put over to any side, but if the ship have a fat
quarter so that the water cannot come quick and
strong to the rudder, then she will require a broad
rudder. The putting-to of the rudder is termed
the hanging the rudder. The part or edge of the
rudder which is next the sternpost is called the
inside of the rudder ; the aftermost part is called
the back! of the rudder.

The Rudder-rope is a rope or strap which is
reeved into one hole of the rudder near the head,
and so likewise through the sternpost, and then
both ends are spliced together. This serves to
save the rudder if it chance to be beaten off when
the ship strikes aground.

Rudder-irons are the cheeks of that iron

1 D, ‘ rake.’

THESE AMANS DICTIONARY 215

whereof the pintle is part, and these are fastened
and nailed round about the back? of the rudder.

To Rummage is to remove any goods or
luggage out of a place betwixt the decks or any
where else; but most commonly we use this
word to the removing and clearing of things in
the ship’s hold, so that goods or victuals may
be well stowed and placed. So when they would
have this done they say they will go rummage
the hold.

The Run is that part of the ship’s hull under
water which comes thinner and lanker away by
degrees from the floor timbers all along to the stern-
post. This is also called the ship’s way aftward
on ; for as she hath either a good or bad run, so
the water doth pass away swiftly or slowly
alongst her, and the ship doth make more way.
We say a ship hath a good run when it is long
and comes off handsomely by degrees, and that
her tuck do not lie too low, which will hinder
the water from coming strongly and swiftly to
the rudder; and a bad run whenas it is short
and that the ship is too full below, so that the
water comes slowly and weakly to the rudder,
the force of it being broken off by the breadth
of the ship alow, which will make (as it were)
an eddy-water at the rudder; and that we call
a dead-water. The run is of much? importance
for the ship’s sailing, for if the water come not
swiftly to the rudder, she will never steer well ;
and it is a general observation that that ship which
doth not steer well cannot sail well, and then she
cannot keep a good wind, for if a ship have not
fresh way through the sea she must needs fall
to leeward with the sea; and therefore when

1 D, H, Z, rake.” 2D: H, Z, main.

216 SIR HENRY MAINWARING

ships will not steer well they lengthen them aft-
ward on, or put to a false sternpost. Merchant-
men do not give so much run as a man-of-war
may do, because the narrowing in of the ship
below doth lose much stowage.

Rung-heads are the heads or ends of the rungs,
which are made a little compassing, and do lead
or direct, as it were, the sweep and mould of the
futtocks ; for in these rung-heads the lines which
give the compass and bearing of the ship do begin.
Also more generally the outward ends of the hooks,
which are in the same manner compassing, are
called rung-heads, for the sleeper which is bolted
into the other rung-heads is also bolted into these,
and they say it is bolted fore and aft to the rung-
heads.

The Rungs are the ground timbers which do
give the floor of the ship, and these are bolted
to the keel; being straight saving at the ends,
where they begin to compass a little.

The Runner is a rope which is a part} that
doth belong to the garnet and the two boat tackles,
that before (which comes in the aftermost shrouds
of the foremast) and that tackle abaft which comes
in the foremost? shrouds of the mainmast. It is
reeved in a single block which is seized to the
end of a pendant, and hath at one end a hook to
hitch into any thing, and at the other end a
double block wherein is reeved the fall of the
tackle, or the garnet ; which doth purchase more
than the tackle or the garnet would do without it,
and therefore to heavy things they use this, but
for light ones they use only the tackle which hath
a block with a hook which is seized to the standing
part of the fall. Overhaul the runner, that is, to

1 D, ‘ great part.’ 2 “ Foremast.’

CHA SEAMAN: S DICTIONARY . 217

pull down that end which hath the hook in it,
to hitch it into the slings or the like.

[Running Ropes. We call all those ropes in
a ship which belong to the yards and sails, for the
traversing of the yards or trimming the sails,
running ropes; and are taken generally for all
ropes that do not stand fast to the masts, without
veering or hauling ; as the shrouds, stays, and the

like. |
S

Sails. To every yard in the ship there belongs
a sail, and they are called after the name of those
yards whereunto they belong. All head-sails (that
is those that belong to the foremast and bolt-
sprit 1) do keep the ship from the wind and are
used to flat the ship. All after sails, that is the
mainmast and mizen sails, do keep her to the
wind; and therefore few ships are so well con-
ditioned as to steer quarter winds with one sail,
but must have one after sail and another head
sail, as it were, to countermand one another ;
yet some ships will steer with their main topsail
only. At sea they call a ship a sail, as when they
descry a ship, they say, a sail, a sail. The sails
are cut in proportion as the masts and yards are
in length and breadth one to another, excepting
the mizen and spritsail. The mizen sail is cut
by the leech, twice as deep as the mast is long
from the deck to the hounds, and the spritsail
is 2 as deep as the foresail.

A Scarf is when the end of one timber is let
into the end of another very close and even, or as
they term it wood and wood, that is, so much wood
taken away of the one as is of the other. In this

1 B, ‘ bosprit.’

218 SIR HENRY MAINWARING

manner the stem is fastened to the keel, and that
is called the scarf of the keel; but yet when there
is not a piece of timber long enough to make the
keel then they make it of more, which are scarfed
one into the other; so when the stem or any
other timber (which ought to be entire and all
one) is too short it is pieced in this manner, and
that they call scarfing.

A Scuttle is a square hole (so much as con-
veniently a man may go down at) cut through
any hatch or any part of the deck to go down by
into any room. Most commonly they are in
these places: one close before the mainmast ;
at the main halliards before the knight ; in the
forecastle ; in the hatchway; for the steward’s
room ; one in the gun room to go down into the
stern sheets; one in the master’s cabin to go
down into the Captain’s cabin, if they be put
from the fight aloft ; and so in any place where
they desire to go through one deck down into
another. Also, for vent for the ordnance, there
are small scuttles with gratings. They have all
covers fitted for them lest men in the night should
fall into them. Also all the little windows and
holes which are cut out aloft in the Captain’s or
Master’s cabins, are called scuttles.

Scuppers, or Scupper Holes, are the holes
close to all the decks through the ship’s sides,
whereat the water doth run forth of the ship from
the decks; and many ships have them made of
lead.

Scupper Leathers are the round leathers which
are nailed over the scupper holes that belong to
the lower deck, which will keep out the sea water
from coming in and yet give leave to any water
to run out off the deck. These are also over the
scuppers of the manger.

fae Se aMAN'S DICTIONARY 219

Scupper Nails are little short nails with broad
heads, made of purpose to nail on the scupper
leathers. With these also they nail on the coats
of the masts and pumps.

A Seel. There is no difference betwixt seeling
and heeling, but that heeling is a steady lying
down of the ship on a side, either when she is
aground, at an anchor, or under sail; and seeling
is a sudden lying down, or tumbling to one side
or the other, when the sea doth forsake her, that
is, when the wave of the sea is past from under,
faster than she can drive away [with it]; then
when the ship lies down on a side after it, we say
she seels. The lee seel is when she rolls to leeward.
There is no great danger in this seel, though it be
in a great storm, because the sea will presently
come under and right her; but then when she
rolls back to windward the danger is lest she should
come over too short and suddenly, and so the
wave break right into her and founder her, or
carry away some of her upper works, as it hath
fallen out with many ships. So that seeling is
but a sudden heeling forced by the motion and
force of the sea or wind.

To Seize, or Seizing is to make fast (or as
you would say, to bind fast) any ropes together
with some small rope yarn, marline, or any line.
Also the fastening of a block at the end of a
pendant, tackle, fall, garnet, or the like, it being
bound-to with some small line, or the like, is
called seizing. So if any rope be too long (as the
shrouds are ever) and the end be bound up unto
the same rope with anything, we call it seizing.
So that in general the word seizing implies as
much as binding anything together so as that
they cannot slip out, as seizing the tacks into the
clew and the like. The boat’s seizing is a rope

220 SIR HENRY MAINWARING

made fast into a little chain or a ring in fore-ship
of the boat, and is the rope which in harbours
they make fast the boat by, to the ship’s side.

Send. When a ship falls (whether under sail
or at anchor) with her head or with her stern deep
into the trough of the sea, we say she sends much,
either astern or ahead. The reason of sending
with her head is if she have a little bow, not
sufficient to bear her up, and a fat quarter to
pitch her forward. And so for her sending astern,
it is contrary, when she hath too lank a quarter
and too full or fat a bow.

Sennit is a line or a string made of rope yarn
(commonly of 2, 6, or 9, which are divided in
three parts and plaited one over another as they
plait horses’ manes) and so is beaten smooth and
flat with a mallet. The use of it is to serve ropes.

To Serve. To serve any rope is to lay sennit,
spun yarn, rope yarn, a piece of canvas, or the
like, upon a rope, and so roll it fast about to keep
the rope from galling ; as we serve the shrouds
at the head of the mast, the boat rope, or any the
like, which are in danger of fretting against any
part of the ship, masts, or yards.

To Set a Land, Sun, or Ship by the Compass.
That is to observe by compass how the land bears
upon any point of the compass. This they use
most commonly to do when they are going off
to sea from any land, to mark how it did bear
off them, that thereby they may keep the better
account, and direct their course. Also they use
to set the sun by the compass, that is to mark
upon what point it is, to know thereby the hour
of the day. So when two ships sail in sight
(especially when a man-of-war chases a ship) they
will set her by the compass, that is mark upon
what point she bears ; then if they stand both one

THE SEAMAN'S DICTIONARY 221

way (as commonly they do, if the chase strive
to go away) by this we know whether we reach
forth upon her, that is outsail her, or no. For if
we bring her aft we do outsail her; if we bring
her forth she outsails us ; if we alter not, then we
go both alike. As for example, the wind being
at North, we stand both away West and the
chase bears North-West (that will be on my
weather bow), then if in sailing I bring her to
bear North-West and by North, I have brought
her a point aft ; and if I bring her North I have
brought her just with my midship beam, and so
I see I fetch upon her ; and it is called bringing aft
because, whereas before she bore upon my loof, now
she bears upon my quarter ; and so the contrary.

Settle a Deck. When we have occasion to
lay a deck lower it is termed settling the deck ;
as if her ordnance lie too high and we would have
them lie nearer the water; or that the decks be
too close, and we desire rather to settle the lower-
most than to raise the uppermost.

Sewing, or to Sew. When the water is gone
from the ship so that she lies dry, we say the ship
is sewed ; or if it be but gone from any part (as her
head) we say the ship is sewed ahead; ifit bea
place where the water doth not ebb so much that
the ship may lie dry round, we say she cannot
sew there.

Shackles are a kind of rings (but not round)
made somewhat longwise, larger at one end than
the other, in the middle of the ports on the inside.
They are used to shut fast the ports with a
billet, which they use to bar down the port with,
and that is called the bar of the port. Also some
of the same fashion, but small ones, are made fast
to the corners of the hatches, to lift the hatches
up by them.

222 SIR HENRY MAINWARING

The Shank. The longest part of the anchor
is called the shank of the anchor.

Shank-painter is a short chain fastened under
the foremast shrouds with a bolt to the ship’s
side, and at the other end hath a rope. Upon
the chain doth rest the whole weight of the after
part of the anchor when it lies by the ship’s side,
and the rope by which it is hauled up is made
fast about a timber head: This 1s seldom oe
not at all used at sear but m a harbour oe a
road.

Sheathing is, as it were, casing of a ship. It
is dene ‘with thin boards, hain and tar Tard
betwixt the ship’s sides and those boards. This
is done only under water or a very little above.
The use whereof is to keep the worms from eating
through the planks, as generally in all places to
the southward they do. The thinner the boards,
the better, for then the worm will presently! be
at the tar (which he cannot abide) and so hath
not means nor room to work in and out of the
plank; and so will eat away more when it is
thick than when it is thin.

Sheepshanks is a kind of knot which they
cast upon a runner when it is too long, so that
they cannot hoist in the goods over the ship’s
sides unless it be shortened; and by this knot
they can quickly shorten it up as much as they
list, and instantly undo it again.

Sheer Hooks are great hooks of iron (about the
size of a small sickle, and more). They are set
into the yard-arms of the main and fore-yards.
The use whereof is that if a ship under sail come
to board her that hath these hooks, she will cut
her shrouds or tear her sails down with these

1 Immediately.

Hie SEAMAN S DICTIONARY 223

hooks. Some do use them, but they are most un-
useful and unnecessary things, and dangerous for
the breaking of a yard if the hook should catch
in the other ship’s masts.

Sheering is when the ship goes in and out
under sail, and he at the helm doth not steer her
steady. Also where a tide-gate runs very swift,
the ship will sheer in and out, and so much in
some places that they are fain to have one stand
at the helm and to steer her upon the tide for fear
she should sheer home her anchors, that is draw
them heme om ii it be near the shore she may
sheer aground.

Sheers. When two masts or yards (or if it
be but poles), are set up on end a pretty distance
off at the bottom, but seized across one another
aloft near the top, we call them a patr of sheers.
To this seizing is fastened a double block with a
strap. They are placed, at the bottom, upon the
chain-wales of the shrouds and there are lashed
fast to the ship’s sides, with tackles aloft which
come down to the ship’s sides to keep them steady
aloft. The use of them is either to set in a mast
or take out a mast, or if they have no mast, these
serve to hoist in and out goods.

Sheets. The sheets are bent to the clews of
all sails. In all sails that are low sails they serve
to haul aft, or round aft, the clew of the sail; but
in topsails they serve to haul home (that is, to
haul close) the clew of the sail to the yard-arms.
When they haul aft the sheet of the mainsail it
is to make the ship keep by the wind ; when they
haul aft the sheet of the foresail it is to make her
fall off from the wind (for the sheet doth trim the
after leech of the sail by the wind). When the

1 These words are not in D or H.

224 SIR HENRY MAINWARING

ship will not fall off from the wind, they flat in
the fore sheet, that is, pull the sail flat in by the
sheet, as near into the ship’s sides as may be.
They ease the sheet of the sail, that is to veer out
or let go a little of it. Let fly the sheet, that is, let
it run out as far as it will and then the sail will
hold no wind, but lie fluttering loose ; and then
if it be an extraordinary stress of wind it will
split the sail to pieces. But this we do both with
topsail sheets and the other sheets when we
suspect the wind will be so great that it will carry
our masts by the board, or overset the ship. Also
in great stiff gales we use to bind another rope to
the clew of the sail above the sheet block, to
succour and ease the sheet lest it should break,
and that rope we call a false sheet, and this is only
used to the main and foresails. Those planks
under water which come along the run of the
ship and are closed to the stern-post are called
sheets, and that part within board abaft, in the
run of the ship is called the stevn-sheets.

Shivers. There are two sorts of shivers used,
either of brass or wood. The brass shivers are
now little used but in the heels of the topmasts.
The wooden shivers are either of one whole piece,
and these they use for all small pulleys and small
blocks ; but in the knights and winding-tackle
blocks they use shivers which are made of quarters
of wood let in to each other, for these will hold
when the whole shivers will split, and are called
quarter shivers.

Shoal. Shoal and shallow are all one. When
they say there is very good shoaling, it is meant
that the water doth grow shallower by degrees
and not suddenly ; nor sometimes deep, and some-

1 Sheevers.

THE SEAMAN’S DICTIONARY 225

times suddenly a shoal, or bank. It is very safe
and commodious going in with a shore where
there is good shoaling, for by that we have some
certainty whereabouts we are and how far distant
from the land, if the shoaling be first known ;
and commonly where there is good shoaling the
coast is not dangerous.

The Shore is counted the land near the sea, or
the banks of the sea. The lee shove is that whereon
the wind blows. Seamen avoid these by all means,
for it is dangerous if it overblow. The weather
shore is that from whence the wind comes.

Shores are any pieces of timber or anything
else that is fit to bear up another from sinking or
falling, as when a ship is in danger of overthrowing
aground we lash fast masts or yards to their
sides, they bearing on the ground ; and these we
call shores, shoring her up. Also some timbers
that are set to bear up a deck, when it is weak
or overcharged with weight, are called shores.

Shot. There are many kinds of shot. That
which flies farthest and pierces most is round shot ;
the next is cross bar, which is good for ropes and
sails and masts; the other /angrel, which will not
fly so far but is very good for the rigging, and the
like, and for men; so is chain shot and case shot,
or burr? shot, which is good to ply amongst men
which stand naked, plying of their small shot.

Shot of Cable. Two cables spliced together
make a shot, and the use of them is great in deep
waters and great roads ; for a ship doth ride much
easier by one shot than by three short cables
ahead. Vide Ride.

Shrouds. The shrouds are those ropes which
come from either side of all the masts, the mizen,

1 B, H, ‘ called.’ 2 D; H, ‘ burrell.’
iI. Q

226 SIR HENRY MAINWARING

mainmast and foremast shrouds have at the
lower ends dead-men-eyes seized into them [and
are set up taut by lanniers to the chains, which
have also dead-men-eyes in them]. At the other
end they are fastened over the head of the mast,
the pendants, foretackle, and swifters being first
put on under them. At this uppermost part they
are served, for galling against the mast. The top-
mast shrouds are in the same manner fastened
with dead-men-eyes and lanniers to the puttocks,
or the plates of iron which belong to them, and
aloft over the head of the mast at the other,
Ease the shrouds ; slack the shrouds; that is when
they are too stiff set up. Set taut the shrouds ;
set up the shrouds, that is, make them stiffer.
Some ships desire to have the shrouds taut, some
slack. The lanniers are to set up the shrouds.
Vide Lanniers. The boltsprit hath no shrouds.
The Skeg is that little part of the keel which
is cut slanting and is left a little without the
stern-post. The reason and use whereof is only
intended to be that it should save the rudder
from beating off if the ship should chance to beat
aground: but these skegs are very unuseful and
inconvenient ; for, first, they are apt to snap off
and so endanger the sternpost ; next, ina harbour
or river where ride many ships, they are apt to
catch another ship’s cables betwixt that and the
rudder; and lastly, when the ship is under sail
they hold much dead-water betwixt them and the
rudder. Therefore it is better to have no skeg,
but to hang the rudder down close to the stern-
post, with the bottom even to the bottom of the

keel, only pared away a little sloping towards the
aftermost side of it.

The Skiff, vide Boat.
A Slatch. When any part of a cable or rope

THE SEAMAN: S DICTIONARY 227

(that is meant of the middle, not of the end) doth
hang slack without the ship (as the cable when
it is slack in the water, or the lee-tack, sheets,
braces, or the like, do hang in the water, or loose
by the ship’s side), then they say haul up the
slatch of the rope or cable. Also when it hath
been a set of foul weather, and that there comes an
interim or small time of fair weather to serve
them tums, they call it a little slatch of fair
weather, or the contrary.

Sleepers are those timbers which lie fore and
ait the bottom of the ship on either side the
keelson, just as the rung-heads do go. The lower-
most of these is bolted to the rung-heads, and the
uppermost to the futtocks, and so these between
them do strengthen and bind fast the futtocks
and the rungs, which are let down one by another
and have no other binding but these sleepers.
These do line out (as it were) and describe the
narrowing of the ship’s floor.

To Sling is to fasten any cask, ordnance, yard,
or the like in a pair of slings.

Slings Where are orst slings to. sling casks
in (when we hoist it in, or any the like) which are
made of rope spliced at either end into itself,
making an eye at either end so large as they
think fit to receive into it the cask ; and then the
middle part of the rope also they seize together,
and so make another eye for to hitch in the hook
of the tackle or garnet. Another sort are made
long with a small eye at either end, to put the
one over the breach of the piece, the other to
come over the end of a crow of iron which is put
into the mouth of the piece, and so by these they
hoist it in. A third sort is any rope or chain
wherewith we bind fast the yards aloft to the
cross-trees and the head of the mast, to the end

228 SIR HENRY MAINWARING

that if the ties should break the yard may not
come down. These are called slings, which are
chiefly used when we come to fight, for fear of
cutting the ties. oi.

A Smiting Line is a small rope which is made
fast to the mizen-yard-arm below, next the deck;
and when the mizen-sail is farthelled up this is
made up alongst with it to the upper end of the
yard (the sail being made up with rope yarns),
and so comes down to the poop. The use whereof
is to loose the mizen-sail without striking down
the yard ; for they pull this rope and that breaks
all the rope yarns, and so the sail comes down.
This line is called a smiting line, so they smite the
mizen, that is, pull that rope that the sail may
come down.

A Snatch Block is a great block with a shiver
in it and a notch cut through one of the cheeks
of it, by which notch they reeve any rope into
it; and this is for quickness to reeve the rope in,
for by this notch one may reeve the middle part
of a rope into the block without passing it in by
the end, which would be longer a-doing. It is
made fast commonly with a strap about the main-
mast, close to the upper deck, and is chiefly used
for the fall of the winding tackle, which is reeved
in that block, and so brought to the capstan.

Sockets. The holes into which the pintles of
the murderers, fowlers, or the like, do go, are called
sockets. Also some call the gudgeons, wherein
the pintles of the rudder do hang, by the name
of sockets.

A Sound. Any great in-draught of the sea
betwixt two headlands, where there is no passage
through, may be called a Sound (as Plymouth
Sound, &c.), but when they name The Sound, it is
meant of that of the East countries, being the

THEPSEAMAN S DICTIONARY 229

most famous and greatest sea that is known by
the name of a sound.

To Sound is to try with a line, a pole, or any-
thing else, the depth of the water. Also when
we would know what water is in the well of the
pump we put down a small line with a weight to
it, and that is called sounding the pump. Vide
Deep Sea Line if you would know more of sound-
ing: instead of bidding one sound, they say
heave the lead.

Sounding-Lead is as the deep-sea-lead, only
it is commonly but seven pound weight, and
about 12 inches long.

Sounding-Line. The difference betwixt the
sounding-line and deep-sea-line are these: the
sounding-line is bigger! than the deep-sea-line ;
a sounding-line 1s commonly cut to twenty
fathom, or little more ; the other will be a hundred
or two hundred fathom. The one is used in
shoal, the other in deep water. The deep-sea-
line is first marked at twenty fathom, and so to
thirty, forty, &c.; but the sounding-line is thus
marked: at two fathom next to the lead it is
marked with a piece of black leather put into it
betwixt the strands; and at three fathom the
like ; at five, a piece of white woollen cloth; at
seven fathom a piece of red cloth ; at ten a piece
of leather, at fifteen fathom, either a white cloth
or a piece of leather; and so it is marked no
farther. This may be used when the ship is
under sail, but the deep-sea-line cannot with any
certainty.

A Spell is, as you would say, the doing any
labour for a short time, and so ceasing for others
to take their turns ; as when they pump a hundred

1 I.e. thicker.

230 SIR HENRY MAINWARING

strokes, or a glass, they call it a spell. A fresh
spell ; that is, others come to work, as rowing 1n
the boat. When one says to another he will give
him a spell ; that is, row or pump in his place;
and this word is commonly used only to pumping
and rowing. :

To Spend. When a mast or yard is broken
by foul weather, or any the like occasion, they
say they have spent their masts or yards; but
if it come by fight, or so, they do not use the
word spent, but shot by the board, or carried
away by the board with a shot, or with another
ship’s masts or yards that may be bigger and
stronger.

Spikes! are (as it were) great, long iron nails
with flat heads, and are of divers lengths, a
foot or two long. Some of them are ragged
spikes that they may not draw out again. They
are used in many places for fastening of timbers
and planks. In foul weather they use to spzke
up the ordnance; that is, nail down a quoin,
and the like, to the deck close to the breech of
the carriage, to help to keep the ordnance strong
up to the ship’s side, lest they should break
loose when the ship rolls. And for their further
ease they use to take off the after trucks.

To Spill. When a sail has much wind in it
and that for any occasion (either to take in, or
for fear of wronging the masts) we let the wind
out of it, so as that it may have no force in it,
we say spill the sail, which is done by letting
go the sheets and bowlines, and bracing the
weather brace in the wind; then the sail will
lie all loose in the wind. But this word is most
commonly used to the mizen-sail when they

1 ‘ Speekes.’

THE SPAMAN S DICTIONARY 22%

take in the mizen, or peak it up, they say spill
the mizen.

A Spindle is the smallest part of the capstan,
which is betwixt the two decks. To the spindle
of the jeer capstan are whelps to heave the
viol.

To Splice is to make fast the ends of ropes,
one into the other, by opening the strands at
the ends of both the ropes, and then with a fid
laying every strand orderly one into another.
Also when we would make an eye at the end of
a rope, we take the end of the rope and undo
the strands, and so opening the strands where
we would have the splice, with a fid, we draw
in the ends of the strands, and so weaving of
them orderly make the splice; and so seize the
end down with some sennit or the like. There
are these sorts of splices: the round splice, that
is the splicing of the ends of two ropes one into
another, as I described; the cunt splice, that
is when the ends of either rope are spliced into
the other rope some distance from the end, and
not one end in another (as the first), then they
will make a long slit (as it were) betwixt them,
which is the reason of the name.

Split. When the wind hath blown a sail to
pieces, we say the sail is split. Also when
shivers break, we say they split. If a shot
come and break a carriage of a piece, we say, it
hath split the carriage.

Sponge. The sponge of a piece of ordnance
is that which makes it clean. They are commonly
sheep-skins put at the end of a staff, which is
made somewhat bigger there according to the
bore of the piece, so as the sponge may go in
full and “close but not too strait; but we
have it also fitted to the ends of a stiff rope,

232 SIR HENRY MAINWARING

so is the rammer also, to sponge and lade within
board. We ever sponge a piece of ordnance
before we put in powder. In fight when the
ordnance is plied fast, to keep it from heating
we wet the sponges; urine is the best, but else
with vinegar, water, or what we have.

To Spoon is to put a ship right before the
wind and the sea without any sail, and that is
called spooning afore. This 15 done mosi
commonly when in a great storm a ship is so
weak with age or labouring that we dare not lay
her under the sea, for though a ship when she
spoons afore do roll more, yet she strains not so
much ; but if she be a dangerous rolling ship,
then perforce she must be. laid under the sea,
for else she will roll her mast by the board, and
also it is dangerous, for if a sea should overtake
her, when she hath a desperate: Seel 12 may
chance to break in and founder her. Sometimes
then to make her go the steadier they set the
foresail, which is also called spooning with the
foresail. When they do this they are sure of
sea room enough.

The Spring, or Spring-tide. When after the
dead neaps the tides begin to lift and grow
higher, we say it is spring. Near upon three
days before the full and change of the moon,
the spring begins; and the top or highest of
the spring is three days after, then the water
doth high most with the flood and low most
with the ebb; which is the reason that at these
times we launch and grave all of our great ships.
The tides also run much stronger and swifter,
than in the neaps.

To Spring. When a mast is but cracked in
any place (as at the hounds, partners, or else-
where), we say it is sprung, as they sprung their

THie Sean S DICTIONARY 233

masts with bearing a sail, &c. To spring one’s
loof, vide Loof.

Spritsail, vide Sail.

Spritsail-topmast, vide Topmast.

Spritsail-topsail, vide Sail.

Spritsail-yard, vide Yard.

Spun-yarn is rope-yarn, the end scraped thin,
and so spun one to the end of another with
a winch,! and make it as long as they list. This
serves to serve some ropes with, but most com-
monly it is made to make caburn of.

Spurkets are the holes or spaces betwixt
the futtocks or betwixt the rungs by the ship’s
sides, fore and aft, above and below. To the
spurkets below in hold (which are below the
sleepers) there are boards fitted, which they take
up to clear the spurkets if any ballast go in
betwixt the timbers; but for those aloft there
is no use, only it were good they were in all ships
fitted up with light wood, or old junks, to keep
the ship’s sides, aloft, musket-free.?

Standing parts of running ropes. The stand-
ing parts are those parts of running ropes (or
rather that end of a running rope) which is made
fast to any part of the ship; to distinguish it
from the other part whereon we use to haul:
(as the standing part of the sheet, is that part
which is made fast by a clinch into a ring at the
ship’s quarter, and the like) for when we say
haul the sheet, that is meant by the running part ;
but if they say overhaul the sheet, then they haul
upon the standing part. The same is of all
tackles and running ropes.

Standing ropes are counted all those ropes

1 D, H read ‘ wrentch.’
2 I.e. proof against musket bullets.

234 SIR HENRY MAINWARING

(as the shrouds, stays, and backstays) which
are not used to be removed or to run in any
block, but are only set taut or slacker as they
have occasion.

To Stay, or, Bring a Ship a-stay. When we
tack the ship, before the ship can be ready to
be tacked she must come a-stays or a-backstays ;
that is, when the wind comes in at the bow which
was the lee bow before, and so drives all the
sails backward against the shrouds and masts,
so that the ship hath no way but drives with the
broad side. The manner of doing it is at one
time and together to bear up?! the helm, let fly
the sheet of the foresail, and let go the fore bow-
line, and brace the weather brace of the foresail ;
the same to the topsail and _ topgallant-sail,
only they keep fast their sheets. If the sprit-
sails be out, then they let go the spritsail sheet
with the fore sheet and brace the weather brace ;
(the tacks, sheets, braces, bowlines of the main-
sail, main topsail and mizen standing fast as they
did). To be taken a-stays, that is when the
wind comes contrary on the sudden (which
happens most upon headlands or calm weather)
and so brings the ship a-stays. Sometimes by
the negligence of him at the helm, sometimes
if it be little wind and a head sea on the weather
bow, a ship may miss staying; that is to fall
back and fill again. The best conditioned ships
are those which stay with least sails, as with two
topsails, or fore-topsail and mizen, but no ship
will stay with less sail than those, [and few with
so little].

Stays, and Backstays. All the masts and

1 Sic in the MSS., but evidently the helm should be put
down.

THE SEAMAN’S DICTIONARY 235

topmasts and flag staves have stays (excepting
the spritsail-topmast). The mainmast stay is
made fast by a lannier to a collar which comes
about the knee of the head. The main-topmast
stay is made fast into the head of the foremast
by a strap and a dead-man-eye there ; the main-
topgallant mast is in like manner to the head
of the fore-topmast. The foremast, and masts
belonging to it, are in the same manner stayed
at the boltsprit, and spritsail-topmast, and these
stays do likewise help to stay the boltsprit. The
mizen stay comes to the mainmast by the half
deck, and the topmast stays come to the shrouds
wit eraw feet. The use: of these stays is to
keep the masts from falling aftward towards the
poop. There is much difference in staying of
masts, in respect of a ship’s sailing or working.
Generally, the more aft the masts hang, the more
a ship will keep in the wind ; and the forwarder,
the less. The Flemings stay their masts much
aft, because else their ships, being long floaty
ships, would never keep a wind; but short and
deep ships rather covet upright masts. There
are many differences of conditions in ships for
their sailing according as they are stayed, for
some will have the stay taut, some slack. The
backstays of all masts which have them (those
are only the mainmast and foremast, and the
masts belonging to them), go down to either
side of the ship, and are to keep the mast from
pitching forward on overboard.

To Steer is to govern the ship with _the helm.
He steers best that keeps the ship evenest, from
yawing in and out, and also that uses least motion
in putting the helm too far over. There are
three kinds of directions to steer by: the one
is by the land, that is to steer by any mark on

236 SIR HENRY MAINWARING

the land, and so to keep the ship even by that ;
this is easy. The next is by the compass, that
is to keep the ship upon a point of the compass ;
this is harder [because the ship’s head will come
before the compass]: and the third is to steer
as they are directed and conded; and this is
easiest of all. If you would know the terms
belonging to steering, vide Cond.

The Steerage is the place where they steer;
out of which they may see the leech of the sails,
to see if they be in the wind or not.

The Stem. The stem of the ship is that
great timber which comes compassing from the
keel (wherein it is scarfed) up before the fore-
castle ; this, it may be, is not all of one timber
(as in great ships it cannot), and this doth give?
the rake of the ship. When two ships stand
stem for stem, they come right with their heads
one against another. To give a ship the stem;
that is to run ‘ight upon her wilt the rem:
To go stemming aboard a ship; that is the same
as giving the ship the stem.

A Step. They call that piece of timber which
is made fast to the keelson, wherein the main-
mast doth stand, a step. Also those places and
timber wherein the mizen-mast, foremast, and
the capstans do stand, are called steps.

The Stern. All the aftermost part 0r RERE
ship is called the stern by a general appellation ;
but most exactly considered only the very out-
wardmost part abaft is the stern, for the quarter
is counted to be from the steerage to the transom
and fashion piece of the stern.

Stern Sheets, vide Sheet.

1 I.e. the compass needle will lag behind the movement
of the ship’s head. 2 D, H read ‘ guide.’

THE SEAMAN’S DICTIONARY 237

To Steve, or Steving. We say the boltsprit
or beakhead sfeves when it stands too upright
and not straight forward enough. Also the
merchants call the stowing of their cottons
(which they force in with screws so much that
the decks will rise 6 or 8 inches), steving of cottons.

Steward’s Room. That is that part of the
hold where the victuals are stowed.

A Stirrup.1. When a ship by any mischance
hath lost a piece of her keel and that we cannot
come well to mend it, but (as it were) patch a
new piece unto it, they bind it with an iron which
comes under the keel, and so upon either side
the ship, where it is nailed very strong with
spikes to strengthen it. This piece so put to the
keel we call a stirrup.

Stoaked. When the water cannot come to
the well, then we say the ship is stoaked, and
that is when the limber holes have some ballast
or anything else got into them so as that the
water cannot pass, we say the limbers are stoaked,
Also when anything is gotten in or about the
bottom of the pump so that it cannot draw
water, we say the pump is stoaked. Corn and
the like is very bad for this.

Stop. When they come to an anchor and have
let run out as sufficient quantity of cable as will
make the ship ride, or that the ship be in a current
where it is best to stop her a little by degrees,
then they say stop the ship ; and so hold fast the
cable, and then veer out a little more, and so
step hen fully, fo let her ride. For stopping
leaks, vide Leaks.

A Stopper is a piece of a rope having a wale-
knot at one end and a lannier spliced to it, and

2S SCUTTOP

238 SIR HENRY MAINWARING

the other end is made fast to some part ; as the
stoppers for the cables, to the bottom of the
bitts, by the deck; the stoppers for the main
halliards, to the knight. The use of them is
chiefly for the cables, to stop the cables when we
come to an anchor, that it may go out by little
and little. The manner is but binding this wale-
knot about the cable with the lannier, and it
will instantly catch hold in it so that it cannot
slip away, as the nippers do which hold off the
cable. The term is laying on the stoppers and
casting off the stoppers. Also we use them to
the halliards when the yard is hoisted aloft, to
stop it till the halliards be belayed. A ship
rides by the stoppers when the cable is not bitted,
but only held fast by them, but this is not safe
riding in a stress.

To Stow is to put any goods in hold in order ;
for else we say it is not stowed, but laid in hold.
Also we call it stowing between the decks, if any
goods or victuals be placed in order upon the
decks; but it is not used in this kind to small
things, as to a chest or the like. Also the placing
and laying of the topsails in the top is called
stowing the topsatls.

A Strake is the term for a seam betwixt
two planks; as the garboard strake, or the
ship heels a strake, that is one seam. Some ships
are built with a standing strake or two, that is
when there is the whole breadth of a plank or
two rising from the keel before they come to the
floor timbers. These ships are naught to lie
with the ground, for wringing their keels, but
this doth make them keep an excellent wind:
this build is most used amongst the Flemings.

A Strap. A rope which is spliced about any
block, that the block thereby be made fast to

THE SEAMAN’S DICTIONARY 239

any place where they have occasion to use it,
by the eye which is made in the strap at the arse
of the block.

Stream Anchor is a small anchor which we
use to the stream cable.

Stream Cable is a small cable which we ride
withal in streams, as rivers, or in fair weather
when we stopatide. For ever we use the smallest
ground tackle that we have if it will serve, both for
lightness to weigh and to save the best from wetting.

A Stretch. They use this word, not as it
is commonly, to strain a rope, but thus: when
they go to hoist a yard, or haul the sheet, they
say stretch forward the halliard, or the sheet ;
that is, deliver along that part which they must
haul by into the men’s hands, that they may be
ready to hoist or haul.

To Strike is to pull down the sails. When
one ship strikes to another it is a sign of respect,
unless it be for occasion of staying for one. If
a man-of-war come up with a merchant, or any
other, if he strike it is intended that he yields
himself. Also when a ship beats upon the ground,
they say she stvikes. So when we take down
the topmasts, they say strike them down. So
when we lower anything into the hold with the
tackles or any other rope, we call it striking down
into hold.

Studding Sails. Vide Boom.

Suck. When all the water is pumped out,
and that the pump doth draw wind, we say she
sucks. Also when a ship doth draw down the
helm and doth, as it were, suck the whip staff out
of his hand at the helm. A ship gripes when she
doth thus; the reason may be either much
foulness, the staying of her masts too much aft,
or that she may be out of her trim.

240 SIR HENRY MAINWARING

Surge. We call a wave a surge, but it is used
in this sense: when they heave at the capstan
and the cable slips back again, they say the cable
surges, to prevent which vide Nippers.

Swifters do belong to the main and foremast,
and are to succour the shrouds and keep stiff
the mast. They have pendants, which are made
fast under the shrouds at the head of the mast
with a double block, through which is reeved the
swifter, which at the standing part hath a single
block with a hook, which is hitched in a ring by
the chain-wales, and so, the fall being hauled,
doth help to strengthen the mast; and this fall
is belayed about the timber heads of the lower
rails aloft.

Swifting. When we bring ships aground or
careen them we use to swift the masts, to ease
them and strengthen them, which is done in this
manner: they lash fast all the pendants of the
swifters and tackles with a rope close to the
mast as near their blocks as they can ; then they
carry forward the tackles, and so bowse them
down as hard and taut as they can; and this
eases the mast, so that all the weight of the
mast doth not hang by the head, as otherwise it
would, and also doth help to keep it from rising
out of the steps.

T

Tacks. Tacks are great ropes, having a wale-
knot at one end which is seized into the clew of
the sail, and so reeved first through the chess-tree
and then comes in at a hole of the ship’s side.
The use of this is to carry forward. the clew of
the sail and to make it stand close by a wind,
and then the sails are thus trimmed: the main
tack, foresail and mizen tacks are close aboard

THE SEAMAN’S DICTIONARY 241

or hauled as forward on as may be, so are the
bowlines of the weather side; the lee sheets
are hauled close aft, but the lee sheet of the
foresail not so much, unless the ship gripe; the
lee braces of all the yards are braced aft, and the
topsails are governed as the sails whereunto they
belong. And hence they say a ship stands or
sails close upon a tack, that is close by a wind.
Haul aboard the tack; that is to have it down
close to the chess-trees. Ease the tack; that is
not so close aboard. Let rise the tack; that is
let it go all out. It is commonly belayed to the
bitts, or else there is a kevell which belongs to
them. These tacks do only belong to the main-
sail, foresail, and mizen, and they are ever made
tapering.

To Tack a Ship. To tack the ship is to bring
her head about to lie the other way, as if her head
lay first west-north-west now it must lie east-
north-east, the wind being at north. Then
supposing the ship hath all her sails out which
we use by a wind, thus they do: first they make
her stay (for which, vide to stay) ; when she is
stayed then they say she is payed, and so let rise
and haul, that is, let the lee tack rise and haul
aft the sheets; and so trim all the sails by a
wind as they were before, that is, cast off that
bowline which was the weather bowline and now
set up taut the other, and so all sheets, braces, and
tacks, as a ship that is trimmed by a wind must
have.

Tackles are small ropes which run in three
parts, having either a pendant with a hook to
it or a runner, and at the other end a block and
hook to catch hold and heave in goods into the
ship. There are these many sorts used: that is,
the boats tackles, which stand one on the main-

II. R

242 SIR HENRY MAINWARING

mast shrouds, the other on the foremast shrouds
to hoist in the boat, and do serve also for other
uses; the tackles which belong to the mast,
which serve in the nature of shrouds to keep the
mast from straining; the gunner’s tackles, with
which they haul in and out the ordnance, and,
lastly a winding tackle (which vide). The rope
of a tackle is called the fall (that part which we
haul upon) but that end whereunto the block is
seized is called the standing part. To haul upon
a tackle is termed to bowse upon the tackle.

Tally is a word they use when they haul aft
the sheets of the main or foresail; they say,
tally aft the sheets.

Tampkin is a small piece of wood turned fit
for the mouth of any piece, which is put in there
to keep out the rain or sea water from washing
in when the pieces lie without board.

Taper Bore is when a piece’s bore is wider at
the mouth than towards the breech. Some are
of opinion that these pieces do not recoil so much ;
but they are not so good, for sometimes if the
shot be too high? it may be it will not come home
to the powder, which is dangerous for the piece.

Tapering is when any rope or anything else
is made bigger at one end than at the other;
as the tacks are made tapering, which makes them
purchase the better, and saves a great deal of
stuff because the rope at one end bears little
or no stress. I have seen in Flemings the tops
sail sheets tapering.

Tarpawling is a piece of canvas that is all
tarred over, to lay upon a deck or grating to keep
the rain from soaking through.

Taunt is when a mast is very high for the

1 I.e. too large in diameter.

THE SEAMANS DICTIONARY 243

proportion of the ship ; we say it is a taunt mast.
The Flemings have them so for the most part ;
for taunt masts and narrow yards are best to
sail by a wind, for the sails stand so much the
sharper, but yet they do wring a ship’s side more
than a short mast and a broad yard, which is
the reason that our ships use short masts and broad
yards.

Rauti har isi ta set a rope stiff and fast;
as we say, set taut the shrouds, the stay, or any
other rope, when it is too slack.

A Tempest. When it overblows so exceed-
ingly that it is not possible to bear any sail, and
that it is a wind mixed with rain or hail, they call
it a tempest, which they count a degree above
a storm.

The Thaughts? are the seats whereon those
that row in the boat do sit.

Thight.2 When a ship is staunch and makes
but little water she is thight, which is quickly
known by the smell of the water, for if the water
stink much it is a sign it hath laid long in the
ship, and if it be sweet it is a sign it comes in newly.

Thowles are the small pins which they bear
against with their oars when they row, and
stand in holes upon the upper side of the gunwale
of the boat. They are commonly made of ash
for toughness.

Thwart-ships. That is anything that is done
or lies across the ship from one side to the other ;
we say it lies thwart-shifs, and the contrary is
longst-ships, that is, along the ship.

Tides. This word tide is common both to

1 * Tawght.’

2 According to the N.E.D., the word ‘ thwart’ was not
introduced until about 1736.

3 Tight. The older word is now obsolete, except in dialect.

244 SIR HENRY MAINWARING

the ebb and flood, for it is called tide of ebb as well
as tide of flood. A windward tide is when the tide
runs against the sea and wind; then the sea
breaks most and goes highest, but a ship at anchor
strains her cables least. A leeward tide; that is
when the tide and wind go both one way, then the
sea is smoother. A tide-gate, that is, where the
tide runs strong. To fide it over or up to a place ;
that is to go with the tide of flood or ebb, and so
stop the contrary tide at an anchor till the same
tide come again ; and this is used when the wind
is contrary but doth not overblow, for then they
cannot stop at an anchor, and if they keep under
sail they will lose more in one leeward tide than
they shall get in two windward tides. When
they say it flows tide and half tide in any place
the meaning of it is thus: (for the speech is most
unproper to common understanding, implying as
much as if it did flow a tide and a half in some
places together, and but half an ebb), that the
tide doth run three hours (which is four points)
longer in the offing than it doth by the shore. By
longer is not meant more hours (for it doth ever
ebb and flow six hours) but thus: if it be high
water at the shore at twelve o'clock, it shall not
be high water in the offing till it be three o’clock
(which is the compass and time for the running
of half a tide) ; so, according as it ebbs or flows
more, they say it runs tide, half, and half quarter
(that is, five points). When they come into a
harbour or over a sand they say they will bring
their tide with them; that is to come with the
flood which may carry them over. Note that
where it flows tide and half tide, that though the
tide of flood run aloft, yet the tide of ebb runs
underfoot, that is close by the ground. And so
for the tide of ebb it will flow underfoot.

THE SFAMAN S DICTIONARY 245

Tier1 When a deck hath ordnance fore and
aft (though there want some) we call that a tier
of ordnance. Some ships have two tier, or three.
The forecastle and the half deck being furnished
make half a tier. The cable tier; that is the
row? which is in the middle of the cable when it
is coiled up.

Ties are four-strand ropes, hawser-laid, which is
in respect that this kind of laying doth not stretch
so much as three-strand ropes, and besides run
smoother in the hounds. These are the ropes by
which the yards do hang, and do carry up the
yards when the halliards are strained to hoist
the yards. The main-yard and fore-yard ties
are first reeved through the ram-heads, then
through the hounds at the head of the mast, and
so, with a turn in the eyes of the slings which are
made fast to the yard, they are seized fast and
close to the yard. The mizen-yard and topmast-
yard have but single ties, that is one do run in
one part. The spritsail-yard hath none, for it is
made fast with a pair of slings to the boltsprit.

Tiller. The helm and the tiller is all one
(therefore vide Helm), only the word tiller is more
properly used for that which we steer the boat
by ; as they say give me the tiller of the boat,
not the helm, yet it is all one in use.

Top-armours are the cloths which are tied
about the top of the masts for show, and also
for to hide men in fight which lie there to fling
firepots, use small shot, or the like.

Topgallants are the masts above the topmasts.
These sails do draw very much, quarter winds,
in a loom or fresh gale, so it blow not too much.

1 “Tire?

2 B reads ‘room.’ The term ‘cable tier’ now means the
space in the ship in which the cables are placed.

246 SIR HENRY MAINWARING

Topmast. The topmasts are ever half so
long as the masts unto which they belong ; but
there is no one absolute proportion in these and
the like things, for if a man will have his mast
short, he may the bolder make his topmast long.

Top Ropes are those ropes wherewith we set
or strike the topmasts. They belong only to the
main and fore-topmast. This rope is reeved
through a great block which is seized under the
cap on one side, and then it is reeved through the
heel of the topmast, where is a brass shiver which
is placed thwartships, and then is brought up
and made fast on the other side of the cap with a
clinch to a ring which is fastened into the cap.
The other part comes down by the ties, and so is
reeved into the knight, and brought to the capstan
when they heave it.

To Tow is to drag anything astern the ship
in the water; as to tow the boat or to towa small
ship, or the like, with a hawser out astern. The
nearer anything is to the boat, or the like, when
it is towed, the less it doth hinder the ship’s way ;
but the farther off, the easier it is for that which
is towed, for then the ship will not give it such
twitches.

Transom. That timber which lies athwart
the stern of the ship betwixt the two fashion
pieces, and doth lay out her breadth at the
buttock, is called the transom. This is just under
the gun-room port astern. To lie with a ship’s
transom ; that is to lie just with the end of the
planks where they are fastened to the fashion
pieces astern. To come in a ship’s transom ; that
is, just betwixt her gun-room port and her quarter
port: this is the safest coming up [in fight, or
assaulting of a ship], for there ships are most
naked, and there galleys do use to come up; but

THE SEAMAN’S DICTIONARY 247

now they begin to cut out ports close by the
transom.

Traverse. We call the way of the ship (in
respect of the points whereon we sail, and the
angles which the ship makes in going to and again)
the traverse of the ship ; as we say, a man doth
traverse his ground when he goes in and out.
We use to note how many hours the ship hath
gone upon a point, what sails she hath forth, how
near a wind, and so judge what way she makes.
This we set down upon a paper besides the plot
which we call a traverse, and then drawing a line
from the place where we last were to that place
where the last prick or mark is, we see in the
whole what course, and how far, we are gone.
This we call a dead reckoning; then if we can
observe and find the observation, and this meet,
we are sure we are right, otherwise we trust more
to the observation and reform our reckoning by
that. Also the laying and removing a piece of
ordnance till it come to lie with the mark is
called the traversing of the piece.

Traverse Board is a board which they keep
in the steerage, having the thirty-two points of
the compass marked in it with little holes on every
point, like a noddy! board. That is for him at
the helm to keep (as it TES. a score, how many
glasses they have gone upon? of the compass, and
so stick a pin on that point. This is to save
the Master a labour, who cannot with so much
curiosity watch every wind and course so exactly
as he at helm, especially when we go by a wind
and the wind veers and hauls.

1 Noddy was a card-game, apparently an early form of
cribbage.

2 The words ‘ any point,’ seem omitted here ; but they do
not appear in any of the MSS.

248 SIR HENRY MAINWARING

Trenails (quasi nails made of a tree)? are the
long wooden pins made of the heart of oak, where-
with they fasten all the planks unto the timbers ;
for though we bolt the buttheads for the better
assurance and strength, yet the trenails are they
which do most fasten the planks, for we do use
as little iron under water as we may conveniently,
lest the ship should grow iron sick. These tre-
nails must be well seasoned and not sappy, for
then the ship will be continually leaky, and it
will be hard to find. Ifa ship by any beating
upon the ground do make a trenail give back and
come a little out again, they term it starting of a
trenatl,

Trestle-trees are joined to the cross-trees, and
do lie across each other and serve to the same
use. They differ only that the trestle-trees are
those which go longships, the other thwart-ships.
Vide Cross-trees.

To Trice is to haul up anything with a dead
rope ; that is when we haul by a rope that doth
not run in any block, or haul up by any device
but by hand, as if an empty cask be made fast.
to a rope that is no tackle they say, trice it up;
or any chest, or like goods, which is fastened to a
rope and so hauled up by hand into the ship. We
call it hauling by hand, when we have not the
help of any capstan, tackle, or the like which might
purchase easier, but only do it by the immediate
and only force of hands.

The Trim. Though commonly by the trim
of a ship is understood the swimming of her,
either ahead or astern or on an even keel, in
whether of these the ship goes best, that they

1 D reads, ‘Trenells, quasi tree-nails, being made of a
tree,’

THE SEAMAN’S DICTIONARY 249

call her trim ; but that is not only to be counted
her trim, for some ships will go well or ill according
to the staying of the masts, the slackness of the
shrouds or the like. Therefore, in my mind,
the order of her swimming considered with this
fitting of her masts and ropes wherein the ship
sails best should be counted her trim, and not
only the line of her swimming in water. The
ways of finding a ship’s trim must be in sailing
with another ship, to bring her ahead so many
glasses; then astern as many; then on even
keel. That way which she goes best is her trim,
in respect of her mould under water. Then, to
make her go better, ease the stays or set them up ;
also the shrouds. Then wedge the mast, or give
it leave to play; and so in time it is easy (with
a little diligence) to find the trim of a ship. Next
to Men-of-War (whose daily practice it is) the
Scotchmen are the best in the world to find out
the trim of a ship, for they will never be quiet,
but try her all ways, and if there be any goodness
in her they will make her go.

ihe Trough of the Sea: That is in the
hollow betwixt two waves. When we lay a
ship under the sea (that is, when we lay her
broadside to the sea) we say she lies in the trough
of the sea.

Trucks are those little wooden wheels (being
made without any spokes) that the carriage of
the ordnance do run on. Also those little round
things of wood which belong to the parrells are
called trucks.

Trunnions are those knobs which come from
the side of the ordnance and do bear them up
upon the cheeks of the carriages.

Trusses are ropes which are made fast to the
parrell of the yard, and are used to two uses:

250 SIR HENRY MAINWARING

one to bind fast the yard to the mast when she
rolls either a-hull or at an anchor ; the other is
to haul down the yard in a storm or gust. These
belong only to the main-yard and fore-yard,
and they are brought-to but upon occasion ;
and also to the mizen, which hath ever a truss.

To Try. Trying is toi haye mol more sam
forth but the mainsail, the tack aboard, the
bowline set up, the sheet close aft, and the helm
tied down close aboard. Some try with their
mizen only, but that is when it blows so much
that they cannot maintain the mainsail. A
ship a-tvy with her mainsail (unless it be an
extraordinary grown sea) will make her way two!
points afore the beam ; but with a mizen not so
much.

The Tuck. The word is significant, tor at 1
(as you would say) the very gathering up of the
ship’s quarters under water. If it le low, that
makes the ship have a fat quarter, and hinders
the water from passing swiftly to the rudder.
If it lie high, the ship must be well laid out in the
quarter, else she will want bearing for her after-
works, which being so high and weighty do charge
a ship much.

To Turn, vide Board.

V

Veer. To veer out a rope is to put it out by
hand, or to let it run out whenas you may stop
it ; as veer more cable, that is let more run out.
Veer, it is generally used to the letting out of
more rope to those ropes which are used without
board (as to the boat-rope, log-line, or any rope

1 D, H read ‘ four.’

ee ee

THE SHAMANS DICTIONARY 251

whereby we tow anything), but it is not used to
any running rope, but only to the sheets. Veer
more sheet, that is, put out. When the wind
doth go in and out, that is sometimes to one
point, sometimes to another, and that suddenly
(as in the storms it will very much) they say the
wind doth veer and haul.

Veering. When a ship sails, and the sheet
is veered out, we say she goes veering. Vide
Large and Quarter winds, for it is all one.

A Violl. When the anchor is in such stiff
ground that we cannot weigh it, or else that the
sea goes so high that the main capstan cannot
purchase in the cable, then, for more help, we
take a hawser and open one strand, and so put
into it nippers (some seven or eight, a fathom
distant from each other) and with these nippers we
bind fast the hawser to the cable ; and so bring
this hawser to the jeer capstan and heave upon it,
and this will purchase more than the main cap-
stan can. The Violl is fastened together at both
ends with an eye and a wale knot, or else two
eyes seized together.

Ww

Waft. To waft is to guard any ship or fleet
at sea, as we call Men-of-War which attend
merchants, to conduct them safe along, Wafters.
Also wafts are used for signs to have the boat
come aboard (which is a coat, gown, or the like
hung up in the shrouds). Also it is a common
sign of some extremity when a ship doth hang
a waft upon the mainstay.t Any blanket, gown

1 D, H continue, ‘ either that it hath sprung a leak or is
in some distress,’ omitting the last paragraph.

252 SIR HENRY MAINWARING

or the like hung out for a sign is called a waft,
which if it be hung upon the mainstay is a sign
that the ship hath sprung a leak or is in some
distress.

[Waist is that part of the ship which is be-
tween the mainmast and the forecastle.]

Waist-boards are the boards which are set up
in the waist of a ship, betwixt the gunwale and
the waist-trees ; but they are most used for boats,
to be set up alongst the sides to keep the sea
from breaking into them.

Waist-cloths. By a general term all the
cloths which are round about the cage work of
the hull of the ship are called waist-cloths, and
are the same that are called the fights of the ship.

The Wake. The wake of a ship is the smooth
water which the ship doth make astern her,
showing the way that the ship hath gone in the
sea. By this we give a judgment what way the
ship doth make, for if the wake be right astern
then we know she makes her way good, as she
looks, but if the wake be a point, two, or more
to windward,! then the ship goes to leeward of
her course. When a ship doth stay a-weather
her wake, that is when she doth not fall to leeward
at her staying, but doth it quickly, and then when
she is tacked the wake is to leeward, it is a sign
she feels her helm well and is a nimble ship. In
chasing they say we have got her wake, that is we
are got as far into the wind as she, and so go right
after her as she goes.

Wale, vide Bend.

Wall-reared. That is when a ship is built
right up, after she comes to her bearing. This

1 So B, but D, H, Z read ‘leeward,’ which is clearly
wrong.

THE SEAMAN’S DICTIONARY 253

is unsightly and (as they term it) not ship-shapen,
but it makes a ship within board much the
roomier, and not the less wholesome ship in the
sea if her bearing be well laid out.

Walt. A ship is said to be walt when she
hath not ballast enough to keep her stiff to bear
a sail.

A Warp is any rope which is used to warp a
ship, which most commonly is a hawser.

To Warp is to have a hawser or any other rope
(sufficient to haul up the ship) and an anchor
bent to it, and so to lay that out over the bar
over which we are to go, and so by that to haul
the ship forward. It is used when we want a
wind to carry us out or into a harbour, and this
is called warping.

To Wash a Ship. That is used at sea when
we cannot come aground or careen her. We
make her heeled over, with her ordnance and
men upon the yard arms, to a side ; and so wash
that side and scrape it, so much as is out of the
water, which is commonly some five, or six,
strakes. This is done in calms or in a smooth
road.

Wash of the Shore. That is, close by the
shore.

Watch. At the sea the ship’s company is
divided into two parts, the one called the star-
board watch, the other the larboard watch. The
Master is the chief of the starboard, and his right-
hand 1 mate of the larboard. These are in their
turns to watch, trim sails, pump and do all duties
for four hours ; and then the other watch is to
relieve them. Four hours they call a whole

1 The first mate: cf. ‘right-hand man,’ the principal
non-com. officer in a troop of horse.

254 SIR HENRY MAINWARING

watch. In Harbour and Roads they watch but
quarter watch, that is when one quarter of the
company do watch at a time.

Water-borne. That is, when a ship is even
just off the ground that she floats ; then she is
water-borne.

The Water-line is that line which the ship-
wrights do pretend should be the depth that the
ship should swim in when she is laden, [both ahead
and astern; for you must know a ship never
draws so much ahead as she doth astern, for if she
should she would never steer well]. 1

Water-shot is a kind of mooring ; that is to
lay the anchors not cross the tide nor right up
and down the tide, but (as you would say) betwixt
both, that is quartering.

The Water-way. That small piece or ledge
of timber which lies fore and aft on all the ship’s
decks close by the sides (which is to keep the
water from running down there) is called the
water-way.

Waving is making a sign for a ship or boat to
come toward them, or else to go from them ; as
the sign is made either towards or fromwards
the ship.

Way of a Ship. The rake and run of a ship
are called her way forward on or aftward on.

1 These words do not appear in D and H, which read:
‘ Where note that they ever project their ships to draw more
astern than ahead ; for if a ship draw more ahead than astern,
if it chance to touch the ground should not come off so easily
as otherwise. But the reason why many times they are
forced to put her deeper into the water is for that her flat
floor is carried so far aft, and her tuck laid so low, that the
water cannot come quick to the helm and then, to mend her
steerage and her way, they are constrained to raise her so
much out of the water’ (i.e. put her deeper ahead and raise
her astern).

TER SEAMAN: S DICTIONARY 255

Also when she sails apace they will say the ship
hath good way, fresh way, or the like. Likewise
in casting the dead reckoning, they allow her
leeward way, that is so much as she drives to
leeward from that she seems to go.

To Weather. That is, to go to windward
of a place or ship. Sometimes we are embayed
so that we cannot weather a headland to get
clear, and then we must do our best to turn in
and out till we can have a fair wind or claw it off.

Weather Bow. That is the bow next the
weather ; and so of all parts of the ship or any-
thing that is to the windward-most side we say
it is the weather part or a-weather, etc.

Weather coil is when a ship is a-hull, to lay
her head the other way without loosing any sail,
which is only done by bearing up the helm. It
is an excellent condition in a ship, for most ships
will not weather coil. The use of it is that when
we desire to drive with her head the other way
a-hull, then we need not open any sail, wherewith
before the ship can come to wear she will run a
great way to leeward, when once she is before
the wind and sea under sail.

Wedges. We use to make fast the mast in
the partners with wedges, and also to put a wedge
into the heels of the topmasts, to bear up the
topmast upon the trestle-trees.

The Whelps are like brackets set to the body
of the capstan close under the bars down to the
deck, and are they which give the sweep to the
capstan. These are made so in parts that the
cable may not be so apt to surge, as it would if
it did run upon a whole round body.

The Whip is that staff which the steersman
doth hold in his hand whereby he governs the
helm and doth port it over from one side to

256 SIR HENRY MAINWARING

another. It hath a ring at one end which is put
over the end of the helm and so comes through
the rowl up into the steerage. In great ships
they are not used, for by reason of the weight of
the rudder and the water which lies upon it in
foul weather they are not able to govern the
helm with a whip, because conveniently there
can stand but one man at the whip.

Wholesome.t We say a ship is a wholesome
ship in the sea when she will hull, try and ride
well at an anchor, without rolling or tumbling and
labouring much in the sea. A long ship which
draws much water will hull well, try well, and
ride well. If she draw much water and be
short, she may hull well, but neither try well
nor ride well at an anchor. If she draw little
water and be long, she may ride well and try well,
but not hull well. If she be short and draw
little water, she will neither hull, try nor ride
well, and therefore those are the most unwhole-
some ships. Note also that the housing-in or
laying of the upper works of a ship do much ease
or wrong her in all these manner of workings ;
but however the over carrying of her is bad for all,
and makes her more laboursome than otherwise
she would be.

Whoodings. The planks which are joined
and fastened alongst the ship’s sides into the
stem, are called the whoodings.

To Wind. To wind a ship is to bane her
head about, either with the boat or with some
oars out at her hawse, or stern ports (if she be a
small ship). The ship winds up ; that is when she
comes to ride by her anchor. When they are
under sail they use to ask how winds the ship ;

1 < Howlsom,’ ‘ Holesom’ ; appearing under H.

AER se aMAN'S DICTIONARY 257

that is, upon what point of the compass doth she
lie with her head.

Winding tackle. The winding tackle is thus
fitted : a great double block with three shivers
in it, which is fast seized to the end of a small
cable, which is brought about the head of the
mast and so serves for a pendant; this hath a
guy brought to it from the foremast. Into the
block there is reeved a hawser, which is also
reeved through another double block having a
strap at the end of it, which strap being put
through the eye of the slings is locked into it with
a fid, and so hoists the goods. The fall is reeved
into the snatch block, and so brought to the
capstan whereby they heave in the goods.

A Windlass is a piece of timber having some
six or eight squares: and is placed from one
side of the ship to the other close abaft the stem
aloft, where the cables come in. These are never
used in our great ships, but the Flemings do use
them in good ships. The reason is for that they
go very slightly manned, and the windlass doth
purchase much more than a capstan, and with no
danger to the men. For the windlass they heave
about with handspikes put into holes made at
either end ; and though they cannot heave for-
ward, or one should fail, the windlass will pawl
itself. But at the capstan, if any fail, it may be
the rest will be thrown from the capstan and
their brains beaten out against the ship’s sides,
if they weigh in a sea-gate ; but the capstan doth
purchase faster by much [and therefore we
(having men enough to man it) do use that],
They have a windlass also in the head of the
boat, to weigh the anchor by the buoy rope.

1 I.e. with six or eight faces to the spindle.
T sS

258 SIR HENRY MAINWARING

Wind-taut. Anything that holds wind aloft,
which may prejudice the ship’s sailing or riding,
is said to be wind-taut (as too much rigging,
high poops, and the like). Also when we ride in
any great stress we bring our yards alongst-ships,
strike down our topmasts and the like, because
they hold wind-taut, that is, they hold wind stiffly
(for taut is as much as stiff in the sense of the sea
language: as set taut the shrouds, that is, set
them stiff).

Wood and Wood. That is when two timbers
are let into each other so close that the wood of
the one doth join close to the other.

To Woold, or Woolding is to bind ropes about
any mast, yard, or the like, to keep on a fish, or
somewhat to strengthen it. Sometimes when the
whoodings give way by the over-charging of the
boltsprit, they are fain to woold to the bows;
which they do by passing a cable through both
sides, and so bringing it in again, and with hand-
spikes to twist it together as strong as may be.
We never fish any mast or yard but we woold it
also, and that is called the woolding of the mast
or yard. Also these ropes which come from the
beakhead over the boltsprit and lash it fast
down from rising off the pillow (the pillow is the
timber which the boltsprit bears upon aloft, close
by the stem?) are called the wooldings of the
boltsprit.

A Worm is an iron on the end of a stam
wherewith we draw out the shot of a piece, if
there be any occasion.

Worming is the laying of a small rope or line
alongst betwixt the strands of a cable or hawser.
The use whereof is to help to strengthen the

1 These words are not in D, H, or Z.

THE SEAMAN'S DICTIONARY 259

cable or rope to which it is used. The Flemings
use this to new ropes ; others to old ropes that
are almost decayed.

Y

Yard. As the length of the masts are pro-
portioned by the breadth of the beam, so con-
trariwise the length of the yard is proportioned
by the length of the keel. The proportion of
this is not absolute, for he that will have a taunt
mast may have the narrower yards (and so
contrary) ; but the best and most absolute that
is agreed upon is this: the main-yard of the ship
is to be = parts of the length of her keel; the
topsail-yard is to be # of the main-yard, and the
main-yard for bigness is to be 2? of an inch fora
yard in length. The length of the fore-yard is to
be $ of the main-yard. The cross-jack-yard and
spritsail-yard is to be all of a length, but allow the
mizen-yard and spritsail-yard 4 an inch thickness
to a yard in length. Top the yards ; that is make
them hang even. The clew lines do properly
top the main and fore-yards, but when the top-
sails are stowed then the topsail sheets will top
them. Brace the yard; that is traverse aft that
yard-arm whose brace is hauled; and by the
braces we square the yards ; that is make them
hang right across, and one yard-arm not traversed
more than the other. If the shrouds be set too
forward they will hinder the traversing of the
yard. Tvaversing the yard is to brace aft the
yard.

A Yaw. When a ship is not steered steady,
but she goes in and out with her head, they say
she yaws. This doth much hinder a ship’s way,
and therefore when a Man-of-War is in chase he

260 SIR HENRY MAINWARING

doth put such to the helm who can keep her
steadiest and evenest upon a point ; which is done
only by care and judgment, to meet her with the
helm, before her head fall off, or else come to.

A Yoke. When the sea is so rough that men
cannot govern the helm with their hands, then
they seize two blocks to the helm on each side at
the end, and reeving two falls through them like
gunner’s tackles, bring them to the ship’s sides ;
and so having some at one tackle, some at the
other, they govern the helm as they are directed.
There is also another way with taking a double
turn about the end of the helm with a single
rope, the end being belayed fast to the ship’s
sides ; and by this they may guide the helm,
but not with so much ease as the other way.
Now either of these is called the yoke to steer by.

N@CUMENTS RELATING TO
MAINWARING’S NEGOTIATIONS ON
BEHALF OF THE VENETIAN REPUBLIC

AN ESFIMATE POR CONSTANT
GUARD OF (HE NARROW SEAS

TEAN CHEVALIERS SKETCH OF
SIR HENRY MAINWARING

GENTLEMEN AND TARPAULIN
COMMANDERS

NOTE ON THE FAMILY OF
SIR GEORGE MAINWARING
OF IGHTFIELD

DOCUMENTS RELATING TO MAINWAR-
ING’S NEGOTIATIONS ON BEHALF OF
THE VENETIAN REPUBLIC

í. ‘The Memorial of Sir Henry Mainwaring
to the Doge, 25th of January, 161g.’

Most SERENE PRINCE,—Last Christmas day the
Secretary Lionello? and Michielini * another Italian
gentleman who speaks English came to see me
and ask if I would accept a good appointment.
Isaid: Yes. They asked meif I would oblige the
Venetian Republic by supplying particulars for
the ordering of some ships already granted by his
Majesty, that I should have the command of these
and of others when I reached the Gulf of Venice,
and that I should be satisfied with the terms.
I asked if the need were pressing. They said
that the matter required the utmost possible
despatch. Accordingly on the following morning
I searched the River Thames for suitable ships.
Seeing that there were none suitable at the
moment, I told Michielini of their nature. He
said that these ships were to transport some

1 State Papers Venice, 1617-19, ed. A. B. Hinds, No.
913. (The original is in Italian.)

2 Venetian Secretary in England.

8 Lunardo Michielini.

263

204 SIR HENRY MAINWARING

companies of English and they were to have
more ships from the Low Countries and they
would have to be satisfied with the ships at
present in the river. On hearing this, I advised
them either to buy those ships altogether, or at
least to furnish them themselves and not by the
owners, with sailors and victuals. But they were
dissuaded from this by the advice of others,
possibly to their disadvantage.

Owing to my going up and down, rumours got
about that I was to command the fleet. When
I asked your Serenity’s ambassador about it, he
replied that he had no authority to appoint a
commander-in-chief, but he had informed the
republic of my zeal and was awaiting their
reply.

This moved me to beg his Majesty to tell the
ambassador his opinion of me in a few lines, but
his Majesty, of his own accord, decided to honour
me more and sent the Earl of Montgomery! to
tell the ambassador that as his Majesty had
granted the ships asked for, he hoped that the
republic would allow one of his subjects to com-
mand them, and suggested me as one fitted by
long experience and offered to pledge his word
for my good behaviour. The ambassador said that
he had not sufficient authority, but he hoped
that the republic would gratify his Majesty and
promised to write. He persuaded me to come
here by land, promising to write all these things
to your Serenity, and give you some idea of my

1 Philip Herbert, Earl of Montgomery and fourth Earl
of Pembroke, born 1584. Gentleman of the Privy Chamber,
1603-25; Keeper of Westminster Palace, 1617; Lord-
Lieutenant of Kent, 1624; Lord Chamberlain of the House-
hold, 1626. Sided with the Parliament in the Civil War and
died in 1650.

MAINWARING AND VENICE, 1618-19 265

personal expenses in the matter. At the time,
the ambassador, though a man of the greatest
diligence, judgment and temper, was much worried
by his negotiations with our sailors, who are mostly
a rough lot. These circumstances have led me
to come to your Serenity. I should have come
before but for the opposition of the Spanish
ambassador. I now understand that the com-
mand of the ships has been entrusted to one of
your nobles, therefore I only beg that in case you
need further vessels from our ports your Serenity
will employ me. Above all, I ask your Serenity
to decide quickly, as my personal affairs demand
Ehi

HENRY MAINWARING.

îi. ‘Statement of Antonio Foscarini regarding
his interview with Mainwaring. ?

He (Mainwaring) first repeated matters con-
tained in his letter. He said that when the
Spanish ambassador è heard about it he had gone
to the Council chamber to the King himself to
stop him going. He asked if as much would be
conceded to his own King. They told him your
Excellencies were arming for defence. To give
some satisfaction in appearance the King ordered
Mainwaring to defer his departure until the

1 Endorsed ‘That the Captain-General at sea give his
opinion on the above letter.’

* Cal. of State Papers Venice, 1617-9, No. 716, trans-
lated from the Italian by Mr. A. B. Hinds. Foscarini had
received instructions from the republic to interview Main-
waring, and the above is the information he sent to Venice
regarding his conversations with him.

3 Gondomar.

266 SIR HENRY MAINWARING

Spanish ambassador had left. The Spanish am-
bassador reached Dover soon after him and ex-
pressed pleasure that he had not gone, and said that
he would have fared badly as he had sent orders
to all ports subject to his King for his detention.
He argued against Mainwaring serving your Ex-
cellencies, offering him a pardon and an honour-
able post under the Catholic King. He said that
if the Duke of Ossuna had been given a free hand
he would have taken Venice already, but it will
come: your Excellencies will soon be consumed and
will fall into his King’s hands, and it will soon
appear which has most gold, the Indies or your
treasury. He said this contemptuously, adding:
They will speak Spanish soon at Venice, speaking
slightingly of your Excellencies. He told me all
this at different times in various conversations.

After the ambassador left he started, but
finding himself in danger in Flanders, he returned
to England. He then sailed in a small ship from
the Isle of Wight tol = anNemuandys
and passed through France and Savoy, being wel-
comed by the Duke at Turin.

I discovered that hardly had he arrived here
than he was told all manner of ill of the govern-
ment, that he would get no employment for a
long time, and then only a base one; and he
would be treated like a common sailor, without
character or honour. This moved him greatly
and induced him to obtain a letter from his King
to offer his services and to go back at once. I
spoke suitably and think I produced a good
impression (here follows a summary of Main-
waring’s ‘considerations °? which Foscarini en-
closed). He said your Excellencies were under

1 Blank. 2 See Vol. I, pp. 52-56.

MAINWARING AND VENICE, 1618-19 267

two disadvantages in arming in England : firstly,
in point of time, as the merchants were arming
to send to divers parts; secondly, by hurrying
things on, the men raised their terms every day
foreseeing that if peace followed your Serenity
would not have them at any price, and if war
you would not be able to consider a little more
or less. If your Serenity wishes to arm it would
be better to begin early, as in March a number
of ships are prepared in England for the East
Indies, Greenland, and Newfoundland, a fleet
for each. The seven ships now engaged cost
about 180,000 ducats a year and the large ones
would cost less than 70,000. He would undertake
the command and get his King to guarantee his
fidelity.

In buying vessels he said it would be better
moneo to ihe Low Countries for the ships,
their tackle and gunpowder, which are cheaper
there ; for cannon shot and victuals to England.
In any case he would always get the money from
merchants, if the republic paid in good time.
This would increase the number of ships of great
draught in his city.

He told me that if the needs of your Serenity
become greater, as seems likely, the same money
which is spent on the seven ships would allow
him to obtain four large ships from his Majesty,
which he thinks he could easily get and they
would suffice with but little help, to meet all the
galleys that Ossuna possesses. He said if your
Serenity wished to make such a request of his
King it would be necessary to say a word to the
ambassador here, and it would be advisable to
ask for ten for emergencies, and you would be
sure to get four or six at least. You should
thank his Majesty for the seven merchant ships,

268 SIR HENRY MAINWARING

but add that they cost a great deal and are not
suitable. The Duke of Ossuna should be con-
sidered a pirate by all princes, and if the King
of Spain authorises his actions he is waging war
on the republic. However, the King need not
notice this because his Majesty does not wish
to show himself clearly in this. You should
promise to restore the ships in as good condition
as they were sent, promising reparation if any
be dost. 2.

He told me that he is of a well-known family,
Lieutenant of the Lord Zouch in the Cinque
Ports, Lieutenant of Dover Castle and a gentle-
man of his Majesty's privy chamber) He
would devote all his energies to this and
would hope for success through his influence at
Court . . . He would have the ships armed and
fully equipped for setting out within two months
from the day that the King gave the order. He
needed: that time to make’ enquimnes: = == RE
would undertake the matter and see that the
King promised the ambassador of your Serenity
that he would serve faithfully and keep his
promises, and the King would write the same to

your Serenity.’

1 This is incorrect ; though Mainwaring may have been
promised the post as early as 1619, there is no evidence of
his having been appointed till February 1620. (See his
letter to Zouch, February 21, 1620, also the Mayor of
Dover’s congratulations in State Papers Dom., cxii. 95, 96.)

2 The Republic afterwards wrote that they esteemed
most highly the royal promise that Mainwaring would render
faithful service, a point which was also emphasized by Sir
Henry Wotton, the English ambassador in Venice (S.P. Venice,
1617-19, No. 718).

MAINWARING AND VENICE, 1618-19 269

aut. Sir John Finett’s account of the negotiations
respecting Sir Henry Mainwaring’s employment
in the Venetian service.*

“In March, 1617.2 The Earl of Montgomery,
Gentleman of his Majesty’s Bedchamber, was
pleased to entreat my Service and company with
him to the Venetian Ambassador Signor Con-
tarini, his Lordship being sent to him from the
King with a Message in the behalf of Captain
Mainwaring, which I delivered by interpretation
from his Lordship’s mouth to this purpose.

‘His Majesty understanding what present use
the State of Venice had of men for their Service,
and desirous to shew his affection towards them,
in giving them his leave to raise certain companies
here for their War, had taken further notice,
that since they were to have Land-men to be
commanded by Sir Henry Peyton, and ships
ikoni hence for them Convoy to Venice; he
thought fit to Recommend for command, and
conduct of those Ships, Captain Mainwaring, a
Gentleman that he had made special choice of,
and held most fit for that employment; and
though the Ambassador might have heard,
perhaps, that heretofore the said Captain Main-
waring had followed the not approved course
of a Pirate, it was in his unsettled years, and
more desperate fortune, but that now his Majesty
knew him to be so reclaimed, as if he should
himself have present use of such a Commander,
he would employ him as soon as any other of his
Subjects, and would take it for an Argument

1 In his Finetti Philoxensis, 1656, pp. 49-51. Sir John
Finett was Master of the Ceremonies to James I and Charles I.
2 T e Old style, really 1618.

270 SIR HENRY MAINWARING

of that Common Weales respects to him, if they
would upon his recommendation entertain him.
For doing which, they should find him more
forward hereafter to further, and assist them in
any the like occasion, when he should see that
at his request they had made use of so fit a Subject
for their Service.

‘To this the Ambassador made answer, that
the Republic was much obliged to his Majesty
for his so gracious notice, and furtherance of
their Assignes, and in particular for recommending
one to their Service, whom he himself, and the
World knew to be so worthy, and whom he had
already recommended to that State for employ-
ment, but had as yet received no answer, which
daily expecting, he must beg pardon if he did
yet attend it without giving his resolution. My
Lord replied, that the King had been informed
that the Ambassador had full Commission, and
power to employ whom he should be pleased, and
that with that liberty he might (he thought) admit
of the Captain. The Ambassador disclaimed, that
he had any such liberty, and said, that on the
contrary he had order from the State to send the
Ships away without any other Commander than
such as were to go along with them to govern
them, in regard they had a Commission with
them not to offend or assail any they should
encounter at Sea, but if they should be assailed,
then to defend themselves as they might with
the power that was to go along with them.

‘In conclusion, his Lordship fell to demand
(that since Captain Mainwaring could not have
the command that his Majesty thought to prefer
him to) whether the Ambassador would not let
him assure the King (as from the Ambassador
himself) and in the name of the Republic, that

MAINWARING AND VENICE, 1618-19 271

if there should be hereafter any other employment,
suiting with the condition of Captain Mainwaring,
that he should have the offer of it before any man ?
The Ambassador assured his Lordship he might
rest upon that, both for the respect, that the
Republic (he knew) carried to his Majesty’s
Recommendation, and for the merit also of the
Gentleman then Recommended, whom he had
already (as he had said) by his Letters presented
to the State for his valour, and forwardness to do
them service.’

iv. Mainwaring’s suggestion regarding the loan
of warships to the Venetian Republic, 1619.7

“For the right honourable my singular good
Lord, the Lord Marquis of Buckingham,
Lord High Admiral of England.

‘Right Honourable may it please your Lord-
ship,—IThe Venetians’ request to his Majesty
is only for the loan of some of his Majesty’s ships,
and they to bear the charge of waging and
victualling the men, giving security to restore,
or repair them if they decay in their service.
Their Ambassador hath no direction to proceed
upon the demand of these ships, but by notice
from me; that his Majesty will be willing to
furnish them (it pleased them to trust me with
their whole secret concerning this despatch).
And therefore if I might know his Majesty’s
inclination, I could save him the denial, or make
it appear how his Majesty may do them a greater
favour than they expect in setting out these
ships, and save himself a great charge in fitting

1 S.P. Dom., Jas. I, cv. 148. The letter itself is undated.

272 SIR HENRY MAINWARING

them, and effect his own design upon their charge.
His Majesty may pretend to lay down any
suspicion of this fleet (i.e. the Spanish) in regard
of himself, and therefore that he will desist from
fitting his own ships. But if the Venetians
will be at the charge, they may have order to
go forth with this Commission; that if the
Spanish fleet bear in with the Straits they may
follow them, and so stand for the Gulf (e of
Venice), whether (though they follow the fleet
into the Straits) they will arrive first; because
the Spanish fleet must of necessity stop at
Messina. If the Spanish fleet go not to the
southward, then the Venetians have no need
of a supply, and the ships are ready to proceed
upon his Majesty’s own designs. But if the
Spanish fleet should dissolve, the ships being
forth, might be employed against the Turkish
pirates, wherein your Lordship would merit and
gain a fame proportionable to your singular
virtues, who in the first entrance to your most
honourable office do show yourself so great a
Patron over your Country.

‘It shall be no dishonour for the King to let
them bear the charge of fitting the ships, and
the favour is great to them, for by lending of his
Majesty’s ships they save half of the whole charge
which now they are at in other ships.* Besides
this business may be negotiated privately betwixt
the Ambassador and me who hath direction to
agree with me both for victualling and waging
the company. And he is (in case his Majesty
will favour them with his ships) to signify unto
his Majesty their good opinion of me. And that
it is their desire, if I shall be found in so good

1 The English merchantmen that had been hired.

MAINWARING AND VENICE, 1618-19 273

estimation with his Majesty, that I should com-
mand those ships. But I urge not my particular
[suit] who do only aim at the public service.
And for myself will be willing in any condition
whatsoever to serve his Majesty and your Lord-
ship with all humble and affectionate service.

‘Your Lordship’s in all duty
‘to be commanded,
‘H. MAINWARING.

‘I humbly beseech your Lordship to do me the
favour to let me know his Majesty’s pleasure, and
your Lordship’s commands.’

1 Word omitted in the original.

Ie ae

AN ESTIMATE FOR CONSTANT GUARD
OF THE NARROW SEAS:

At Star Chamber 17mo Februarii 1626-[7].
By the Lords, and others Commissioners for
his Majesty’s Navy.
Present :——
Lord Admiral Lord Herbert Sir H. Mainwar-
ing

Earl of Lindsey Mr. Aylesbury Mr. Crowe
Earl of Denbigh Sir Robert Capt. Penning- i

Cotton ton
Lord Harvey Sir Sackville Capt. Gifford.
Trevor

Proposition for number of Ships with 2 Tar-
tanes, or Pinnaces to be built, and made complete
for guarding of the Narrow Seas ; with estimate
of their charges, as also the necessary expenses
in victuals, and wages for men to be employed
in the same, vizt :—

For the Hulls of 18 Ships to be built, whereof
Five Ships of 600 Tuns at £6 per

Tun: : : : : . £18,000
Five of 400 Tuns at £6 per Tun. £12,000
Four of 300 Runs at £5 per Tun. f 6,000
Four of 200 Duns at {5 per Tun. f£ 4,000

Sum Total . . £40,000

1 Brit. Mus. Addit. MSS. 9294, fol. 193.
274

©) | ce) OS)
CC) Oe ©

GUARD OR THE NARROW SEAS 275

For Rigging and fitting these

18 Ships for service in all par-

ticulars, ordnance excepted . {£26,606 13 4
Sum Total for the Hulls and Rigg-

ing ; Ordnance excepted. T £00,606812 4

For the building, rigging, and com-
plete furnishing of 2 Tartanes,
or Pinnaces, with a Deck; to
go with Oars and Sails, of 12
or 15 Tun, and 12 banks on a
side, and 2 pieces of Ordnance
for trial of their use, and service £200 0 0

Number of Men proportioned to every of the
18 Ships for service abroad, vizt :—

To the 5 Ships of 600 Tuns 250

Men a piece . 1,250 Men
| To the 5 Ships of 400 Tuns 200
| Men a piece . 1,000 Men
To the 4 Ships of 300 Tuns 120
Mien a piece . 480 Men
To the 4 Ships of 200 Tuns 80
Men a piece . ‘ 320 Men

Whole number of Na 3,050 Men

For wages, and victuals
for the 3050 Men at
£2 per mensem every
Man, and 28 days in
the Month, comes in
allto } . £6,100 O o per Mensem

For one whole year 13
Months to the year £79,300 o o

JEAN CHEVALIER’S SKETCH OF SIR
HENRY MAINWARING. (c. 1646-47).

JEAN CHEVALIER, born in 1589, was a vingtenier,
or tything man of St. Heliers, Jersey. A moderate
royalist, he carefully noted all the principal events
of the Island, during the period in which he lived,
and his chronicle, which is entitled: ‘ Journal
et Recueil de choses remarquables en Visle de
Jersey, arrivées pendant les Guerres Civiles sous
les regnes des Rois, Charles Premier, et Charles
Second,’ was acquired by Dr. S. E. Hoskins, and
forms the basis of that author’s work on ‘ Charles
II in the Channel Islands,’ published in 1854.1

Chevalier relates so many particulars of
Mainwaring’s early career, as to lead to the
surmise that they must have lived on very intimate
terms, ‘an intimacy which may perhaps account
for much of the secret history’ that Chevalier
relates.? This Journal is remarkably curious,
both for its disregard of proper names and its
quaint orthography, and Mainwaring figures as

1 Jean Chevalier died November 30, 1675, at the age of
eighty-six. Dr. Hoskins’ manuscripts were reported on by the
Historical Manuscripts Commission (2nd Report), where
extracts from Chevalier are given. Chevalier’s Journal
has now been issued by the Société Jersiaise, under the title
of Journal de Jean Chevalier, 1043-57.

2 Hist. MSS. Com.. ii. p. 161.

276

T eS eae

CHEVALIER’S SKETCH 277

‘sire hanry mannery.’ Dr. Hoskins transcribed
parts of it into English, and it is from his work
stated above that the following is extracted :

Sir Henry Mainwaring, a man between seventy and
eighty years of age, who had been a terrible pirate in the
flower of his youth, consorting with the King of Morocco,
and carrying into his ports all prizes captured by him
from English, French, Spaniards, and Flemings, indis-
criminately. By such corsair-like pursuits he contrived
to amass immense riches in gold and silver, and owned
a large fleet of galleys, which was for a long time the terror
of all traders navigating the Straits. Reiterated com-
plaints of the intolerable depredations committed by
this redoubtable pirate were made to James the First
of England, who at length despatched an envoy to
Morocco, threatening on the one hand to send out a fleet
sufficient to overwhelm him, even in the harbours of his
ally ; on the other, offering him a free pardon on his royal
word if he would abandon his piratical proceedings and
come to England.

Relying on the royal promise, Mainwaring accepted
the offer of pardon and came to England, bringing over
with him a considerable sum of money, which he presented
to King James. His Majesty graciously took him into
his service, appointed him to the command of one of his
ships of war, and knighted him. Sir Henry Mainwaring
at this time lived in great state, entertaining a large
retinue when on shore; but on his coming to Jersey he
was as poor as the rest, with only a single person, his own
nephew, to attend him. 1

1 Hoskins, i. pp. 357-8. ‘Sire hanry mannery home aage
de-7o-ou-8o ans il a voit este pirate en la fleur de la ieunesse
se retirant a vecq le roy de marroque en turquie ou il menoit
ses prinzes et les Js vandoit le quel prenoit sur les anglois
sur les fransois sur les espagnols tout luy estoit de bonne
prinze de sorte ql se vit quantitey de nauires an guerre et a
massa force or et argant se faissant reDouter de tous les
nauigans q allois vers le destroit ayant des nauires en guerre
p flotes donc il y a voit de grands plaintes sur luy a loccasion

278 SIR HENRY MAINWARING

Mainwaring, being one of the few royalists who
remained in Jersey after the departure of the Prince
of Wales, no doubt entertained Chevalier with
stories of his piratical days, and in a subsequent
part of Chevalier’s Journal is found an astounding
recita] of the “heroic feats of Sir Henry.’ How
the Emperor of Morocco gave him a castle to
protect his four and twenty galleys, their intimacy
being such that they addressed each other as
brothers! ‘How by tricks and cunning strata-
gems he contrived to escape from the Spanish
fleet; how at another time, being attacked by
a superior force, and his shot expended, he beat
off the enemy by loading his guns with pieces of
eight. How he afterwards rescued Charles the
First, then Prince of Wales, from being detained
by the Spaniards, beguiling their grandees on
board his ship, and then bringing them captives
to England.’

de quoy le roy Jaques luy mandit ql san reuiensist an angleterre
et gl auroit grace ou sil ne le faissoit quil anvoiroit ses nauires
appres luy et quil auroit la possession de son bien sur la prolle
du roy a vecq son pdon general que on luy porta il sanvint
en angleterre ou il fut receu en grace le quel fit vn present
aux roy Jaques de quantitey dor et dargent ayant a meney
plussieurs nauires a vecq luy donc le roy le fit cheuaillier et
capitaine en vn de ses nauires le quel lors quil estoit a terre
a voit plussieurs homes a le suyure et maintenant il na q vn
sien neueu a vecq luy et peu de moyans’ (Journal de Jean
Chevalier (Société Jersiaise), pp. 293-4).
1 Hoskins, i. p. 358, note.

Bee

GENTLEMEN AND TARPAULIN
COMMANDERS

VERY few Gentlemen (though they be called Sea-men)
do fully and wholly understand what belongs to their
profession. .. And for professed Sea-men they either
want ability, and dexterity to express themselves, or
(as they all do generally) will, to instruct any Gentleman :
If any will tell me why the vulgar sort of Sea-men hate
land-men so much, either he or I may give the reason,
why they are so unwilling to instruct them in their art.

Thus wrote Mainwaring in his preface to ‘The
Seaman’s Dictionary, and his remarks dealt
with a long-standing controversy between the
professional seamen or ‘tarpaulins,’ who had
acquired their knowledge through practical experi-
ence, and the so-called ‘Gentlemen Captains,’
who were ignorant of naval affairs, and who,
through influence at court, or military service on
the Continent, were frequently appointed to
command a man-of-war. The evil existed long
before Mainwaring’s time, and Drake was one
of the first who saw the deterrent effect it would
have on sea service if there was not unity among
the sailors and commanders. After the execution
of Thomas Doughty, during the voyage of circum-
navigation, Drake commanded his men on shore,
and in a stirring speech addressed them thus :

‘We must have these mutinies and discords that are
grown amongst us redrest, for by the life of God it doth
even take away my wits from me to think it; here is
such controversy between the sailors and gentlemen,

279

280 SIR HENRY MAINWARING

and such stomaching between the gentlemen and sailors,
that it doth even make me mad to hear it. But, my
masters, I must have it left, for I must have the gentleman
to haul and draw with the mariner, and the mariner with
the gentleman. What, let us show ourselves all to be

of a company, and let us not give occasion to the enemy
to rejoice at our decay and overthrow.’!

Sir William Monson wrote that the seamen
were much discouraged by the preferring of young,
needy, and inexperienced captains over them in
their own ships. He goes on to state that the
“sea language is not soon understood, being only
proper to him that has served his apprenticeship.’ ?
Richard Gibson, who was a clerk in the Navy
Office, and a contemporary of Pepys, records
that ‘it was once my happ to trace a gentleman
captain’s sea-journal of a 4th rate ship, in which
I found he was at times 460 days in port, and
but 164 days at sea, during the voyage.’ The
seamen’s desire was to be commanded by those
who understood their labour, laws, and customs,
and if they perceived that their commander was
unable to speak to them in their own languages
they were ‘stubborn or perverse.’ Monson in-
forms us that the best ships of war in the world
were commanded by captains bred to their pro-
fession,t and Gibson furnishes us with a list of
1g ‘tarpaulin’ admirals who had risen to dis-
tinction ‘from having been cabin boys. To be
able to command his company ‘ both in fear and
love,’ as Mainwaring tersely puts it,° was not a

1 Drake, World Encompassed, 1854, p. 213.

2 Naval Tracts, iii. pp. 634-5.

’ Printed in Charnock, Marine Arch. i. p. 1xxxviii.
* Naval Tracts, iii. pp. 434-5.

s Charnock 1. p XG

€ Discourse on Pirates, p. 44.

GENTLEMEN AND TARPAULINS 281

quality possessed by the majority of gentlemen
captains. Whereas a ‘tarpaulin’ captain made
himself familiar with his men, talking to them
on the watch, and in foul weather cheering the
most active of the crew with ‘a dram of the
bottle,’ a gentleman commander had ‘a sentinel
at his cabin door (to keep silence in the belfry).’?

Im the summer of 1630 Sir Henry Mervin,
who was Admiral for the guard of the Narrow
Seas, wrote that he had captains ‘who knew
neither how to command, nor how to obey,’ and
asked that Mennes might be appointed to the
St. Claude, ‘that he might once more have some
captains that had passed their a, b, c.’?

When part of the fleet revolted to the King
in the Downs in 1648, after refusing to acknow-
ledge Thomas Rainborowe as their Vice-Admiral,
two of their principal grievances were, that lands-
men had been made sea-commanders ; and that
-the insufferable pride, ignorance, and insolency
of Rainborowe had alienated their hearts.’

One notable instance of the seamen’s love for
a ‘tarpaulin’ is worth recording—that of Sir
Christopher Mings, who was mortally wounded
in an engagement with the Dutch. After his
funeral, a dozen lusty seamen who had served
under him petitioned that they might be given
a fireship, so that if possible they could do ‘ that
that shall show our memory of our dead com-
mander and our revenge.’ 4

1 Charnock, i. p. Xcii.

aS P Dom.. Charles I clxxi. 42, clxxmi. 47. After-
wards the famous Admiral, Sir John Mennes. For other
instances of this period, see Advice of a Seaman, by N. Knott
(S.P. Dom., Charles I, cclxxix. 106). 8 Penn’s Life, i. 259.

4 Pepys’ Diary, June 13, 1666. For Lord Macaulay’s
criticisms on gentlemen captains of the time of Charles II,
see his History of England, i. 300-5.

NOTE ON THE FAMILY OF SIR GEORGE
MAINWARING OF IGHTFIELD

In the -Loseley Chapel m the Church ct se
Nicholas, Guildford, the burial place of the More
family, there is an alabaster memorial to the two
daughters of Sir William More. This is in two
compartments, with an effigy of a lady in each,
kneeling. The first is to his eldest daughter
Elizabeth, while the second bears this inscription :

This figure was erected in the memory
of Ann, second Dar. of Sr. William More,
who was married to Sr. George Manwaring
of Ightfeildin Shropshire, Kt., and by him
had Sr. Arthur, Sr. Hen Sr homes
Manwaring, Kts., and George Manwaring,
and two Dars. the elder mar. Sir Richard
Baker Kt., and the younger mar. Sir John
Corbet ha

Arthur, the eldest Son, matnceulated ae
Brasenose College, receiving his degree of B.A.
the 7th of July, 1598, and that of M-A., 15th of
June, 1601.2. He was created a knight by James I
on the 11th of May, 1603. From 1624 to 1626 he

1 Manning and Bray, Surrey, i. 67.
2 Alumni Oxon., ed. Foster. Sir Arthur was also a donor
of plate to Brasenose (Quatercentenary Monog. i. 15, 19).
282

THE MAINWARINGS OF IGHTFIELD 283

sat in Parliament as member for Huntingdon,
and was a well-known figure at court anda favourite
of Prince Henry. Among other offices he held
that of Lieutenant of Windsor Castle, and keeper
of the Forest of Windsor. He married Margaret,
daughter of Thomas Denny, of Holcombe, Devon,
and was succeeded in the Ightfield estates by
his eldest son Charles, the father of Arthur Main-
waring, the famous wit and auditor of Imprests.

George, the third son, matriculated at
Brasenose College, 19th of November 1602, aged
fifteen.? During the Civil War he held Tonge Castle
in Shropshire for the King, and the following
kenter mom Price Rupert to the Gentlemen
Commissioners of the County sets forth his
services in that capacity :*

GENTLEMEN,—It is known to you that Captain George
Mainwaring, a gentleman of your own county, did for
some time command in chief at Tonge Castle; and it is
by him signified to me that in regard there was no
established pay for the command, he was, and still is,
unrecompensed for his service. I desire you that he
be paid out of the next contribution coming to the garrison
of Bridge North, after the proportion of five pounds per
week for the time of his continuance in that command,
being from the 18th of July to the last of October 1644,
by which he may be encouraged and enabled to apply
himself to his Majesty’s farther service, either in your
parts or where else he shall be required.

I rest
Worcester, Your friend,
3rd December 1645. RUPERT.

A S P- Dom. Charles T, CXXI. 13.
2 Alumni Oxon.
3 Coll. topog. et genealog. vii. 109.

284 SIR HENRY MAINWARING

Thomas, the youngest son, matriculated at
Brasenose College, 31st May, 1616, aged seventeen,
receiving his B.A., 6th June, 1616. He was called
to the Bar in 1626, and was for some time Recorder
of Reading, at which place he was knighted on
the 29th of November, 1642. On the zothy or
December in that year he was created a D.C.L. ?

Of the two daughters, Anne married Sir John
Corbet, Baronet, of Stoke-on-Tern, Shropshire,
famous as one of the five patriots who opposed
the forced loan of 1627. She was known as the
“Good Lady Corbet,’ and had issue ten sons and
ten daughters. She survived her husband twenty
years, her death being recorded on the 2gth of
October, 1682.?

Margaret, the elder daughter, married Sir
Richard Baker of Kent, the famous histomau:
whose monumental work, ‘ Chronicles of the Kings
of England,’ was published in 1643, two years
before his death.?

1 Alumni Oxonienses and Brasenose Coll. Register.
2 Dictionary of Nat. Biog.
3 Ibid.

INDEX

ABACK-STAYS
ABACK-STAYS, 197

Abaft, 86
Abbot, George, Archbishop of
Canterbury, copy of the

Seaman’s Dictionary dedi-
cated to, 80

Aboard, tor

A Cock-bell, 89

Advise boats, 43

Aft, 86

Ahul 23, 142 179, 250, 255

A-lee, 179

Algiers, pirates of, 3-4, 25, 29,43
English compact with, 31 n.
fortifications of, 29—30

Alicante, 30

Allowns, 193

Aloof, 87

Amain, 87

Anchor, 88, 199, 223, 251
anchor stock, 90
bowers, 89
cat the anchor, 121
kedge anchor, 88
proportions, 88
pudding of the anchor, 202
sheet anchor, 88
Seam anchor, 88, 239
various parts of, 88, 222

Anchoring, or Anchorage, 90,
237

Angelo, Cape, 28

BECALMING
A-peak, 197, 210
Arber, Professor, his edition of
Capt. J. Smith’s Works, 71
Arm, 9I
Armado, 46
Arzilla, pirates at, 34
A-trip, 154
A-try, 142, 250
Awning, 9I
Axletree, 92
Aylesbury, Sir Thomas, 274
Azores, pirates resort to, 37

BAKER, Sir Richard, marries
Mainwaring’s eldest sister,
284

Bale, 92

Ballast, 92

Barlow, William, his book on
the loadstone, I191 n.

Bay, 93

Beachy Head, 54

Beacons, 106

Beak, or Beakhead, 93,
129. 207, 209, 237. 258

Beams, 94, 126

Bear, to, 94

Bear in, 95

Bear off, 95

Beats, 124

Becalming, 114

125,

285

286

BEDS
Beds, 96
Belay, 96

Bellamy, John, 75
Belle Isle, 40
Bend, a, 97
to bend, 97
Be-neaped, 190
Bent, 149
Berth, 97
Berthing, 98
Bight, 98
Bilge, 98, 134
Bilge-water, 98
Billingsgate, 171
Biscay, Bay of, 93
Bittakle, 98
Bitter, 99
Bitter-end, 99
Bitts, the, 98-99, 238, 241
Black Rock, 47
Blocks, 100, 138
names of, 100
Blow, 100
Bluff, or Bluff-headed, ror
Board, TOF
Board and board, 24, 101
Boat, 103
Boat’s gang, the, 103
Boatswain, 87, 103 ”., 135
boatswain’s store, 164
Bodleian Library, MS. of Main-
waring’s Discourse of Pirates
in, 6
Bolt-ropes, or, III, 134
Bolt-sprit, 105, 198, 207, 226,
235, 237, 245, 258
Bona, pirates at, 27
Bonnet. See Sails
Booker, John, 75
Boom, 106
Bougie, pirates at, 27
Boulter, Robert, 77
Bow, 106, 125, 207
Bower. See Anchor

RM TTC a

INDEX

BURLINGS
Bowlines, 107, 134, 161, 166,
173, 208, 241, 250
Bowse, 107, 242
Bowsprit. See Boltsprit
Braces, 108, 128, 203, 241
Brackets, 108
Brails, 108
Brasenose
282-4
Brazil Fleet of Spain, 32
Breaming, 109
Breast fast, 110
Breast ropes, TLO: 195, 213
Breech, 109
Breeze, 110
Breton ships.
Brill, 55
British Museum, MS. copies of
Mainwaring’s Discourse of
Pirates in, 4-5
MS. copies of the Seaman’s
Dictionary in, 77-79
Brittany, 40
Brittany, Trade of (i.e. Pas--
sage del’Iroise), 14
Bucket rope, 212
Buckingham, George Villiers,
Duke of, Mainwaring
dedicates his Seaman’s
Dictionary to, 70, 72—73, 81
Mainwaring’s suggestion to,
regarding loan of warships
to Venice, 271-3
mentioned, 69, 274
Budge-barrel, 110, 120, 174
Bulge. See Bilge
Bulk, 110
Bulkhead, 111, 135, 200
Bunt, ITI Fr2 121
Bunt-lines, III
Buoy, 112. 202
Buoyant, 112
Burlings Islands, pirates at, 32,

34

College, Oxford,

See Burtons

INDEX

BURR
Burr shot, 225
Burtons (i.e. Breton ships),
32, 193 and n.
Butt, 113 ‘
butt-heads, 113
Buttock, 113

CABLES hrs, 128, 194. T99
209, 213, 237, 245, 250, 258
pointing the, 200
shot of, 225
slatch of the, 227
stoppers for, 238
stream cable, 239
the cable surges, 240
apuras, 104, 213, 233
Cadiz, 32
Calm, 114
Calthorpe, Lord, MS. copies
of the Seaman’s Dictionary
owned by, 81
Camber, I15
Cambridge University, MS.
copy of Mainwaring’s Dis-
course of Pirates in, 6
Canary Islands, pirates resort
to, 34, 36
Cap, 115, 246
Cap squares, I16, I19
Cape Verde, 208
Capstan, 116, 163; 165, 1383;
IQI, 196, 204, 228, 251, 255,
257
kinds and parts of, 116-7, 231
capstan bars, 117
jeer-capstan, 169, I9I, 231
See also Crab
Captain, 87
captain’s cabin, 218
Card (sea), 117
Careening, TOO, TIZ, 200, 253
manner of, 118
Carling-knees, II9 _

287

CLEAR

Carlings, I19, 136

Carpenter, 125

Carriage. See Gun carriage,
II9

Carthage, Cape, 29

Cartridges, I10, I19, 202

Carvells, 120

Carvell-work, 120, 127

Case, 120-1

Case-shot; 121, 123, 225

Caskets, 121, 146

Cat, T21

Cat head, 196, 213

Cat-holes, 122

Catharpings, I21

Caulk and Caulking, 122, 125,
195, 197

Chafe, 122

Chain shot, 225

Chains; #122

Chain-wales,

Chamber, 123

Channel, 123, 130

Charge, 123

Chase, 123) 202

Chase pieces, 125

Chatham, 115

Cheeks, 125, 167

hess- Eees, TOT, 125, 129, 147,
182, 208, 240—I

Chevalier, Jean, his account of
Mainwaring, 276-8

Chinching, 125

T22. 223. 240

Choke, 126
Cinque Ports, Lord Warden of,
licenses for the Sowe

fishery granted by, 56
fishery rights of, 58 n.

Judge of the Admiralty
Court of. See Newman,
Si G

Clamps, 126, 211
Clavel, Richard, 75
Clear, Cape, 47

288

CLEAT
Cleat, 126
Clew, 126
Clew garnets, 126, 142
Clew-lines’ 127, 142, 52 203.
259
Clinch, 127, 214
Clincher, 127
Clinch-work, 120
Close fights, 147, 252
Clothe, 127
Cloyed, 127
Coaks, 128
Coamings, 128
Coats, 128
Cockswain, 103
Coil, 128
Coke, Sir John, Mainwaring’s
Discourse on the French
fishing upon the Sowe pre-
sented to, 53
Collar, 129
Comb, the, 129
Compass, 98-99, 220-1, 247,
257
fly of, 150
needle of, 190
points of, 199
steering by the, 236
various kinds, 129
Cond and Conding, 87, 96, 129—
130, 164; 200
See also Steer
Condor (conder), 87
Contarini, Venetian Ambassa-
dor, 269
Cook-room, 131-3
Corbet, Sir John, 284
marries Mainwaring’s
younger sister, 284
Cordage, 133
See also Ropes
Corvo, pirates at, 37
Cotton, Sir Robert, 274
Counter, the, 133, 146

INDEX

DECKS
Course (of a ship), 133
main course. See Mainsail
fore course. See Foresail
Coxswain. See Cockswain
Crab (kind of capstan), 133
Cradle (ship’s), 133-4
Craft (nets or lines), 134
Craft (small vessels), 134
Crank, 134
Crays, 134
Crete, pirates at, 28
Cringles, 108, III, 134
Cross-bar shot, 134-5, 225
Cross-jack, 135
Cross-piece, 135
Cross-trees, 135,
248
Crow-feet, 135, 138, 210, 235
Crowe, Sir Sackville, 274
Cubbridge-head, 135, 196, 213
Cullera, 30
Culverin, 200
Culver-tail, 136
Cun. See Cond
Cunting, 136
Cut, 136
Cut-water, 137
Cylinder, 119, 137
Cyprus, pirates at, 28

T72 22

DavitT, 138
Dead-men-eyes, 129, 138, 165,
175, 205, 208, 226
Dead-water, 138
Decks, 94, 138-9
coamings, 128
first orlop, 126, 132, 139, 193
forecastle, 135, 182, 189, TOH
202, 207, 212, 219. ZAS:
252
half-deck, 135, 139, 211-12,

245
lower decks, 128, 218

r2

INDEX

DECKS
Decks (cont.)
poop, 108, 191, 193, 200, 228
quarter-deck, 139, 205, 211
second orlop, 139, 193, 211
settling the deck, 221
spar deck, 139
third deck, 211
upper deck, 121
Deep-sea-lead, 140
Deep-sea-line, 140, 229
Denbigh, Earl of, 70-71, 73, 74,
79, 274
Denmark, fleet of, 33
Denny, Thomas, 283
Desertas, pirates resort to, 36
Dieppe, 54
fishermen of, 56, 57, 59
governor of, 56, 63, 65
price of fish at, 61
Disembogue, 140
Dispert, 140
Dock, 141
Doughty, Thomas, 279
Dover Castle, 66
Mainwaring’s Seaman’s Dic-
tionary compiled in, 73
Dover, Spanish Ambassador,
at, 266

Drabler. See Sails
Drags, 141
Drake, Sir Francis, speech

after Doughty’s execution,
279-80
Draught, 141
Dredge, 141-2
Dredging, 142
Drift sail, 142
Drive, 142
Dublin, 39
Trinity College, MS. copy
of Mainwaring’s Discourse
of Pirates at, 7
Duck-up, 142-3
Duller (i.e. moderate), r01
I.

289

FIGHTS
EARING, 143
Ease, to, 143
East Indies, 41, 267
Easterlings (ships of the Han-
seatic ports), 32
Easton, Peter,
doned, 21
Eddy, 143
Eddy-wind, 144
El Araish, 34
End for end, 144
English Channel, 123
Enter, 144
Entering ladder, 144
Entering rope, 144, 212
Eyelet-holes, 145, 176, 212
Eyes—
eye of the anchor, 145
eye of the strap, 145
See also Dead-men-tyes

pirate, par-

FAIRLIGHT, 54

Fake (circle of rope),
145

Falcon, Cape, 27

Fall-off, 145

Falls, 145

Farthell (furl), 108, 112, 121,
1272 T40. 228

Farthelling lines, 146

Fashion pieces, 146, 246

Fassing (fraying), 200

Fathom, 146, 229

Fayal, 101

Faying (fraying), 185 and n.

Fender bolts, 146

Fenders, 146-7, 170

Fid, t47. T63. 231
fid-hammer, 147

Fidallah, pirates at, 35

Fights, 147
close fights, T47. 252

128,

290

FINETT

Finett, Sir John, account of
Mainwaring’s negotiations
with Venice, 269-271

Finisterre, Cape (North Cape),
32

Fire-balls, 147

Fire-pikes, 147

Fire pots, 144, 147

Fireworks, 147-8

Fish, price of, 61

Fish, a (piece of timber), 148,

258

fish the mast, 148

Fish, the (tackle), 148
fish-block, 148

Fisher, Benjamin, 71

Fisher, William, 77

Fishery, Mainwaring’s Dis-
course on Rye, 53—66

Fish-hook, 148

Fishing, nets and lines, 134
See also Tramels

Fishmongers, Company of, 65

Flags, 148-9

Flagstaff, 116

Flare (of a ship), 149

Flaring, 167

Float, 149

Floaty, 25, 43

Flood, 149

Floor (of a ship), 149

Florence, Duke of, offers Main-
waring a pardon, II

Flores, pirates resort to, 37

Florida, Cape, 194

Flow, 149-50

Flown, 150

Fluke, the, 150.
chor

Flush, 150

Fly (of the compass), 150

Foot-hooks. See Futtocks

Forecastle. See Decks

Fore-foot, 150-1

See also An-

INDEX

GAUGE
Fore-locks, 116, I19, 151
Fore-mast. See Masts
Fore-peak, 197
Fore-reach, 151
Foresail. See under Sails
Fore tacks. See Tacks
Formentera, pirates at, 27
Former, 119, 151
Foscarini, Antonio, interview
with Mainwaring, 265-8

Foul, 151-2

Foul water, 152

Founder, 152

Fowler (gun), 123, 228

Preen to 152

French, evils of allowing them

to fish at the Sowe, 53—06

talk of Mare Liberum, 64

Freshet, 153

Friesland, 39

Fur, or Furred, 153

Furl. See Farthell

Futtocks, 97, 153-4, 172, 208,
2160 227: 233

GaGING (jerking), 206

Gale, 154, 245

Galicia, ships of. See Gallego

Gallego boats (ships of Galicia),
32

Gallery, 133

Galleys, 246

Galligrosses, Venetian, 28

Galling, 112, 114, 122, 196, 199,
220

Garboard, 154
garboard strake, 154, soe

Garland, 129, 154

Garnet, 154-5, 216, 219, 227

Gaskets. See Caskets

Gata, Cape de, pirates at, 26-
27

Gauge, 155

INDEX

GENTLEMEN
Gentlemen and Tarpaulin
Commanders, 279-81
Gibraltar, Straits of, 25
Gibson, Richard, on Gentle-
men Commanders, 280-1
Gifford, Captain Richard, 274
Girding, a, 155
Godbid, W., 76-77
Gondomar, El Conde de,
anxious to enlist Mainwar-
ing’s services, 12, 265-6
Goose-wing, 155-6
Goring, 126, 156
Gozzo, 28
Grapnels, 156
Grapples, 191
Gratings, 127, 156
coamings of, 128
Grave, to, 156-7
Gravesend, 15
Greenland fleet, 267
Greenwich Reach, 208
Gripe, 157
Grommets, I2I, 157
Ground, 158
ground timbers, 158
Gudgeons, 228
Guest-rope, 103, 212
Guinea, 34
Guise, Duchess of, license to
fish at the Sowe, 56
Gull, to, 158-9
Gun-carriage, 189, 231
axletrees, 92, 119, 180
bed of, 96
bolts, 119
cap squares, 116, 119
cheeks, 119, 125
forelocks, 116, 119, I5I
hooks, I19
linch-pins, 119, 180
trucks, II9, 230, 249
Gun room, 218
ports of, 122, 246

20I

HELM
Guns and Gunnery, 91, 95, 107,
TOO 10; TIO, 120-1, 123,

125, 127, 134, 137, 140, 147,
s74 175: 187., 189, 108,
200-2, 205, 207, 225, 230-2,
242, 245, 247, 258

Gunwale, TOI, 159, 243, 252

Gurnards, 55

Guy rope, 159

HAILING, 159-60

Halibuts, 55

Halliards, 86, 135,

175, 207-8, 245

main-halliards, 218
topsail halliards, 128

Hand, or Handing, 160

Handspike, 160, 257

Hanseatic ports,
See Easterlings

Harpings, 160

Harquebuss-a-croc, 198

Harvey, Lord, 274

Hatches, 127, 160, 221
coamings of, 128
hatchway, 160, 218

Haul, 161

Haul-yards. See Halliards

Hawser, 113, 161-2, 213, 251

Hawses, 114, 121-2, 161, 197,
199, 210, 256

Hayé, 160

Head. See Beakhead

Head-lines, 162, 212

Head-sails, 162

Head-sea, 162

Heave, to, 163

Heel (of a ship), 163

Heel (of the mast), 163, 224

Heeling, 219

Height (i.e. latitude), 32, 33

Helm, 130-1, 164, 234-5, 245,
255, 260

£52) 160;

ships of.

292

HERBERT

Herbert, Lord, 274

Hey— Ret, 85

Heywood (T.) and W. Rowley,
Fortune by Land and Sea
quoted, 15 ”., 43 7.

Hitch, to, 164

Hoa, 160

Hodgkin (J. E.), MS. copy of
Discourse on Pirates owned
by, 7-8

Hoist, 167

Hold, the, 164, 201

Hold-off, 164-5

Honeycomb, 165

Hook again, 85

Hooks, 165, 211, 216
sheer hooks, 222-3

Hoorn, 14

Horse (rope), 165-6

Hoskins, Dr. S. E., his Charles

II in the Channel Islands
quoted, 277

Hounds (of the masts), 125,
167, 210, 245

Housing-in, 166, 256

Howard, Lord Thomas,
of Suffolk, 46 n.

Hoyes, 134

Hull (of a ship), 167

A-hull, 23, 142, 179, 250, 255

Hulling, 167-8

Hullock, 169

Hurlock, Benjamin, 77

Hurlock, G., 76

Earl

ICELAND, pirates resort to, 39
Ightfield, Shropshire, 282-3
Institution of Naval Archi-
tects, 81 n.
Ireland, pirates on coast of, 14-
17, 33, 39, 40
act for punishing (1612), 41 7.
plan for suppressing, 46-48

INDEX

LAMBETH
Iron-sick, 169-70
Iviza, 27

JABEA—ROADS, 30

James I, dedication of Main-
waring’s Discourse on Pirates
to, 3, 9-13

Jeer, ano. T69
jeer capstan, 169

Junk, 170

Jury-mast. See Masts

KECKLE, or Keckling, 170
Kedge, to, 170~-1

Kedger. See Anchor
Keel, 115, 105, 070, 200 21m
237

keel-rope, 171, 212

scarf of the, 218

skeg of, 226
Keelson, £71, 200; 227, 236
Ketches, 134, 171
iKevelsi 172 2am
Kink, 172
Knave-line, 172
Knees, 97, TOS! 125, 172 20
Knights, 172-3, 208, 218, 224
Knittles, 173, 213
Knittlidge. See Ballast
Knots, 173, 222

See also Wale-knot

LABOUR (to), 173-4

Lace, or Lacing, 174

Ladder, entering, 144, 174

Lade, to, 174

Ladle, 174

Lagos, Bay of, 34

Lambeth Palace Library, MSS.
of the Seaman’s Dictionary
in, 80

INDEX

LAMPEDUSA
Lampedusa, pirates at, 28
supposed scene of Shake-
speare’s Tempest, 28 n.
Land-fall, 174
Land-locked, 175
Land-to, 175
Land-turn, 175
Langrel, 175, 225
Panniers 1355 175, 205, 220,
237-8
Lanzarote, pirates resort to, 36
Raleigh at, 36 n.
Larboard, 130
larboard watch, 253
See also Port
Large, 175-6
Lash, or Lasher, 176
Lasking, 176
Latchets, 105, 145, 176
Latitude. See Height
Launch, 176
Lay a land, 177
Lead, heaving the, 166, 229
Leak. 177
Leconfield, Lord, MS. copy
of the Seaman’s Dictionary
belonging to, 81
Ledges, 178
Eeer T78
A-lee, 179
Lee-fangs, 179
Lee-latch, 131
Leech (of a sail).
Leech-lines, 179
Leghorn, 21
Leigh-on-Sea, pirates at, 10
Ee Neve Eeter, 72, SI
Let fall, 179
Levant, east wind blowing up
the Mediterranean, 26, 30
Lie under the sea, 179-80
Lifts (ropes), 180, 197
Ligier (Ledger), resident agent
or consul, 30

See Sail

293

MAINWARING

Limbers, 180, 237

Lime-hound (bloodhound), 46

Limehouse Reach, 208

Linch-pins, 119, 180

Lindsey, Earl of, 274

Lionello, Venetian Secretary in
England, 263

List, 180

Loadstone, 190—I

Lockers, 181

Log-line, 181

Long-boat, 103

Long Reach, 208

Longst-ships, 243

Longueville, Henry Yelverton,
Viscount, 81

oot T25. 130. 182, 202

Loof-hook, 182, 208

Loom, 182

Loom-gale. See Gale

Lupo, pirates resort to, 37

MACHIAVELLI, his I} Principe
quoted, 66
Mainsail. See under Sails
Main tacks. See Tacks
Mainwaring, Sir Arthur, 12
note on, 282-3
Mainwaring, Sir George, of
Ightfield, note on the family
of, 282—4
Mainwaring, George, note on,
283
Mainwaring, Sir Harry, Bart.,
MS. copy of the Discourse of
Pirates owned by, 7
Mainwaring, Sir Henry, Dis-
course of Pirates, 3—49
dedication to James I, 3,
9-13
bibliography of, 4-8
captures Turkish pirates in
the Thames, TO

294

MAINWARING

Mainwaring (cont.)

offered a command in the
Spanish fleet, 11

the Dukes of Savoy and
Florence anxious to enlist
his services, II

the Conde of Porto Legro
offers him a command,
II-I2

the Duke of Guise offers him
protection, 12

refusal of these offers, 12

his advice how to prevent
and suppress pirates, 40—49

discourse concerning the
French fishing upon the
Sowe, 53-66

letter to Sir John Coke, 53

the Seaman’s Dictionary, 69-
260

earliest treatise in English
on seamanship, 70

dedicated to, and written for
the Duke of Buckingham,
7O: TPS:

bibliography of the Seaman’s
Dictionary, 75-82

negotiations on behalf of
Venice, 263-73

Foscarini’s interview with,
265-8

Sir J. Finett’s account of,
269-71

suggestion regarding the loan
of warships to Venice,
271-3

Jean Chevalier’s sketch of
Mainwaring, 276-8

INDEX

MASTS
Man, Jonas, 71
Manger, 99, 184-5, 218
Man-of-war, cook room in,
I3I-3
decks, 139
definition of, 184
housing in, 167
nettings in, 191
See also Decks
Mansell, Sir Robert, Algiers
expedition of, 45 n.
mentioned, 46 n.
Manti, Monsieur de, 12
Marline, 185, 199, 219
Marlin spike, 185
Martnets, 185-6, 203
legs of the, 179
Massa, pirates resort to, 36
Master, 87, 247, 253
master’s cabin, 200, 205, 213,
218
Masts—
boltsprit, 105, 120, 207, 226,
235, 237, 245
bonaventure mizen, 120
foremast, 186, 199, 202, 204,
207, 230
fore-topmast, 135
heel of, 163, 224
hounds of, 125, 167, 210, 245
jury-masts, 170
main-mast, 116, 120, T90;
199, 204
mizen mast, 186, 204, 236
mizen topmast, 135
partners, 128, 137, 195-6, 255
proportions of, 186-7
sheers, 223

Mainwaring, Sir Thomas, note
on, 284

Malaga Fleet, 33

Mamora, pirates at, 10-11
mentioned, 123

Man, to, 182-4

spritsail-topmast, 135

sprung their masts, 232-3

taunt masts, 243

topgallant mast, 135, 245

topmast, 115-6, 125, 199,
204, 209, 246

INDEX

MATS
Mats, 187
Medina-Sidonia, Duke of, offers
Mainwaring a command in
the Spanish fleet, 11
Mehedia. See Mamora.
Mennes, Sir John, 281
Mervin oir Henry. 70: 78,
281
Messina, 272
Metal, 187
Mexico, Bay of, 93
Michielini, Lunardo, 263
Milford, pirates at, 39
Milo, pirates at, 28
Mings, Sir Christopher,
men’s love for, 281
Minim, 121
Minute glass, 181
Minute-line. See Log-line
Mizen-mast. See Masts
Mizen-sail. See Sails
Mizen-topmast. See Masts.
Mizen-yard. See Yards
Mockage, 130
Mogador, pirates resort to, 35
Monk-seam, 188
Monson, Sir William, on the
recourse of pirates to the
Irish coast, 16 x.
suggests sending pirates to
the Galleys, 19 n.
captures pirates on the coast
of Scotland, 38-39 n.
advice concerning the pirates
of Algiers, 44 n.—45 7.
mentioned, 46 n., 280
Montgomery, Philip Herbert,
Earl of, 264, 269
Mooring, 188-9
More, Sir William, 282
Moryson, Sir Richard, on the
recourse of pirates to the
Irish coast, 17 n., 48 n.
Mount, to, 189

sea-

295

OOZE

Moxon, Joseph, hydrographer,
TED)

Murderers (guns), 123, 189, 198,
228

NaIL, overhang the, 166 and
mn 207
Narrow Seas, fishery of, 61, 66
estimate for constant guard
of the, 274-5
Neal-to, 190
Neap tide. See Tides
Needle (of the compass), 190-1
Nettings, 191
netting sails, 191
Newcastle, 41
Newfoundland, pirates at the
great fishing bank of, 33, 37
wafters to safeguard the
fisherman at, 38
ships for, 267
mentioned, 10, 41
Newman, Sir George, Judge of
the Admiralty Court of the
Cinque Ports, letter on the
Sowe fishery, 54 n.—55 n.
Nippers (small ropes), 191, 238
Noddy (card game), 247
Northumberland, Algernon
Percy, Earl of, 70
Norwich, Sir Erasmus, MS.
copy of the Seaman’s Dic-
tionary owned by, 82
Nottingham, Earl of,
tioned, 3, 46”.

men

OAKUM, 122, 125, 170, 192, 194
Observe, to, 192

Offing, 192

Offward, 192-3

Ons, Islas de, 34

Ooze, 194

296 INDEX
ORDNANCE PORTS
Ordnance. See Guns and | Pirates (cont.)
Gunnery at Mamora, 10
Orlops. See Decks in Thames, 10

Ossuna, Duke of, 266, 268

Outlicker, 193

Overbore, 95

Overhang the nail, 166 and n.,
207

Overhaul, 161

Overset, 193-4

Overthrow, 194

Paros, Cape de, 26

Parbuckle, 195

Parcel, or Parcelling, 195-6

Parrels, 195, 209, 213, 249

Partners, 128, 137, 196, 255

Passage de l'Iroise, 14

Passarado, 196, 213

Passaro, Cape, Sicily, pirates
at 27

Passenger, Thomas, 77

Paunch (mats), 196

Pawl, 116, 196, 257

Pay, to, 19057.

A-peak, 197, 210

Peeters, Peter, pirate pardoned,
21

Pendants, 198, 240

Peniche, carvells of, 47, 120

Pennington, Sir John, 274

Perforst-men, 22

Perry, a squall or contrary
wind, 29 and n.

Peyton, Sir Henry, commands
English troops in the
Venetian service, 269

Pico Island, 37

Pillow, 198

Pinks, 14-15

Pintle, 198

Pirates, Mainwaring’s Discourse

on, 3-49

their beginnings, 14-17
in Ireland, 14-17
when captured should be
made galley-slaves, or
found useful employment,
19
bravery of, 19
assure themselves of a par-
don if they take a good
English ship, 21
Leghorn and Villefranche
free to them, 21
how they operate at sea,
23-24
stratagems of, 24
where they revictual and
refit their ships, 25—40
how to prevent and sup-
press, 40-49
increase of, during the reign
of James I, 41
plan to suppress, on the
Irish coast, 46—48
Pitching, 198-9
Plats, 199
Plot, 199, 247
See also Card (sea)
Plyers, 24
Plymouth Sound, 228
Point, a, 199—200
Pontevedra, pirates at, 34
Poop, 108, 191, 193, 200, 228
Port; 180) 200,255
See also Larboard
Porto Farina, pirates at, 29
famous for its arsenal, 29 n
mentioned, 90
Porto Legro, the Conde of, his
offer to Mainwaring, 11-12
Ports (of a ship), 200, 214, 221,
246

INDEX

PORTUGAL
Portugal, pirates resort to the
coast of, 31
Bay of, 93 and n.
Pouches, 93, 200
Powder, 127, 207
kinds of, 200-1
powder room, 201
Predy, 201
Preventer rope.
Priming, 202
Priming-powder, 127
Proviso. See Mooring
Prow, 202
Public Record Office, MS. of
the Seaman’s Dictionary in,
79
Puddings (ropes), 202
Pulleys, 202-3
Pumps, 92; 128, 152, 237, 239
bilge, 98
chain, 92
kinds of, 203-4
pump-brake, 204
pump-can, 204
pump-dale, 204
sounding the pump, 229
Purchase, to, 204
Puttocks, 122, 204, 208, 226

See Ropes

QUARTER, the, 205, 221, 236,
246, 250

Quarter winds, 205, 217

Quarter-deck. See Decks

Quartering, 205

Quartermasters, 87

Queensborough, 15

Quoins, 96, 205, 230

RABBETING, 206
Rainborowe, Thomas, 281
Rake, 206-7, 211

297

ROPES
Raleigh, Sir Walter, at Lanza-
rote, 36.

anecdote of, 42 n.
Ram-head, 207-8, 212-13, 245
Rammer, 207, 232
Ranges, 207-8
Rat Isle (? Rhe), 40
Ratling, 208
Reach, a, 208
Reeve, 208
Rhe, 40
Rhodes, pirates at, 28
Ribs (of a ship), 208-9
Ride, 209, 225
Riders, 210
Rigging, 210-11

See also Ropes
Ring-bolts. See Bolts
Rio d’Oro, 36
Rising timbers, 211
Risings, 126, 211
Road, 211
Roader, a, 212
Robands. See Robbins
Robbins (robands), 202, 212
Roca, Cape (Rock of Lisbon),

32
Roof-trees, 174, 178, 191, 212
Roomer, 95
Rope yarns, 213
Ropes—

boat rope, 103, 212

boat’s seizing, 219-20

bolt-ropes, 10T, III, 134

bowlines, 107, 134, 161, 166,

173, 208, 241, 250

braces, 108, 128, 203, 241

brails, 108

breast fast, 110

breast ropes, I10, 195, 213

breechings, 110

bucket rope, 212

buoy rope, 212, 257

catharpings, 121

298

ROPES
Ropes (cont.)
clew garnets, 126, 142
coiled, 128-9
collar, 129
cringles, 108, III, 134
crow-feet, 135, 138, 210, 235
entering rope, 144, 212
guest-rope, 103, 212
guy rope, 159
halliards, 86, 135, 152, 160,
175, 207-8, 245
head-lines, 162, 212
horse, 165-6
jeer rope, 116, 169
keel-rope, 171, 212
knave-line, 172
lashers, 176
lee-fangs, 179
lifts, 180, 197
nepasarceua, 196
nippers, 191, 238
parbuckle, 195
passarado, 196, 213
pendants, 198, 240
plats, 199
preventer rope, 212
puddings, 202
rudder rope, 212, 214
runner, 195, 216-17
slatch of the rope, 227
smiting line, 228
splicing, 231
standing parts of running
ropes, 233
standing ropes, 233
stern-fast, 110, 122
tackles, 241-2
ties, 245
top ropes, 212, 246
topsail halliards, 128
trusses, 249—50
See also Cables, Hawser
Rough-trees. See Roof-trees
Round-house, 213

INDEX

SAIL
Round-in, 213
Round shot, 225
Rouse-in, 213
Roves (small metal plates),
127 and n., 214
rove and clinch, 214
Rowl, 214, 256
Rudder, 158, 164, 214, 226
gudgeons, 214
pintles of, 198, 214, 228
rowl, 214, 256
tudder-head, 128
rudder-irons, 214-15
rudder-rope, 212, 214
See also Tiller, Whip
Rummage, 215
Run, 215
Rung-heads, 216, 227
Runner (rope), 195, 216
Running ropes, 217
Rupert, Prince, letter of, 283
Rut (i.e. route), 32
Rye, fishery of, 53-66
decay of, 59
seamen of, 60, 65
price of fish at, 61
attacks on fishermen of, 62
Mainwaring’s suggestion for
reviving the fishing in-
dustry of, 65

SAFFI, 21E
pirates resort to, 35
Sail, bunt of a; LEF, LIEZ. bor
clew of, 111, 126, 156, 170;
196, 198, 219, 223, 240
earing of, 126, 178
eyelet-holes of, 145, 176, 212
farthelling, 108, 112, 121,127,
146, 228
goring, 126, 156
headline, 212

INDEX

SAIL
Sail (cont.)
hullock of, 169
latchets, 105, 145, 176

leechi Gin T34 178-9, 217,
223, 236

spill the sail, 230

strike down a sail, 239

Sails—

bonaventure, 120, 188

bonnet, 105, 134, 141, 145,
174, 176, 179

drabler, 105, TAE 145, 174,
176

drift sail, 142
foresails, 106, 127, 133, 146,
179, 213, 232, 241-2
goose-wing, 155-6
head-sails, 162, 217
lateen sails, 120 n.
main sail, 105, 120, 127, 133,
HAO 179, 1213, 242
mizen sail T20, 133,
187-8, 217
sprit sails, 94, 105, 107, 127,
T43 228. 231, 24I
studding sails, 106
topgallant sails, 112, 127
topsails, 127, 217, 238
St. George’s Channel, 123
pirates in, 39
St. Maries, Cape, 31, 33
St. Peters, island off Sardinia,
pirates at, 27-28
Saint Valery, fishermen of, 58,
63, 65
St. Vincent, Cape, 31-33
Salamon, Cape, 28
Sallee, pirates at, 10, 35
Salvora, 34
San Lucar, 32, 33
San Martin, Cape de, 26
Santa Cruz, pirates resort to,
36
the wind at, 100, 137

T79;

299

SHEERS

Sardinia, 27

Savoy, Duke of, offers Main-
waring a pardon, II

Scambling (slipshod), 83

Scarf, 217-18

Scarponto, 28

Scotland, pirates on the coast
of, 38

Scott, Mr. Charles, original MS.
of the Seaman’s Dictionary
belonging to the late, 72,
81

Scott, Mrs. Charles, 74

Scuppers, 204, 218
scupper leathers, 218
scupper nails, 219

Scuttle, 218

Sea, trough of the, 249

Sea-gate, 88, 90, 136, 196, 209,
21r. 257.

Sea turn (a breeze), 110

Seamen, English, loth to serve
in the King’s ships, 41

Seeling, 219

Seizing, 219-20

Send, 220

Sennit, 220

Serve, to, 220

Set, to, a land, sun, or ship
by the compass, 220-1

Settle a deck, 221

Sewing, 221

Shackles, 221

Shakespeare, supposed scene
of the Tempest, 28 n.

Shallops, 103

Shank, 222

Shank-painter, 222

Sheathing, 222

Sheave. See Shivers

Sheepshanks, 222

Sheer hooks, 222-3

Sheering, 223

Sheers, 223

300

SHEETS
Sheets, 223-4, 233, 251
false sheet, 224
fore topsail sheets, 207-8
fore-sheet, 199, 213, 223-4
lee sheets, 205, 241
main sheet, 213, 223
topsail sheets, 202, 207, 242
weather-sheet, 200
Sheevers. See Shivers
Ships, English merchant ships
loaned to Venice, 267
suggested loan of English
warships to Venice, 271-3
proposition for ships and
pinnaces for guard of the
Narrow Seas, 274-5
Ship’s boat, 103-4
Ships named—
Bonaventure, 21 n.
Concord, 21
Peter and Andrew, 38
St. Claude, 281
Shivers, 100, I2I, 203-4, 207,
224, 228, 246, 257
Shoal, 224-5
Shore, 225
wash of the, 253
Shores (pieces of timber), 225
Shot, various kinds of, 225
Shot of cable, 225
Shrouds, 121-2, 161, 204-5,
208, 216, 220, 222-3, 225-6,
240, 242-3, 249, 258
Sicily, 27
Skeg, 226
Skiffs, 103
Slatch, 226-7
Sleepers, 227, 233
Sling, to, 227
Slings, 122, 227-8, 245
Smith, Captain John, Acci-
dence for all Young Seamen,
71
Smith, Ralph, 77

INDEX

SPURKETS
Smiting line, 228
Snatch block, 228, 257
Sockets, 228
Soles, 55
price of, 61
Sound, a, 228-9
Sound, to, 229
sounding-lead, 229
sounding-line, 229
Sound, The, 228
pirates in, 33
Sowe, Mainwaring’s Discourse
on the French fishing upon
the, 53-66
a fishing-ground between
Rye and Dieppe, 54
extent of, 54, 55 7:
evils of allowing the French
to fish at the, 56 et seq.
illegal fishing of the French
at, 62-65
Spain, pirates resort to the
Coast of. 3m, 33) 39
yearly Brazil fleet of, 32
threat to Venice, 265-73
Spartel, Cape, 34
Spell, 229-30
Spend, 230
Spigots (taps), 204
Spikes, 230
Spill, 230-1
Spindle (of the capstan), 231
Splice 237
kinds of, 231
Split, 231
Sponge, the, 231-2
Spoon, to, 232
Spring, to (a mast), 232-3
Spring-tide, 232
Sprit-sails. See Sails
Spritsail topmast. See Masts
Spritsail-yard. See Yards
Spun-yarn, 233
Spurkets, 223

INDEX

STANCHIONS
Stanchions, 159
Standing parts of running
ropes, 233
Standing ropes, 233-4
Starboard, 130, 180, 200
starboard watch, 253
Stay, to, 234, 241
Stays, 175, 234-5, 249
back stays, 135, 198, 234-5
forestay, 235
mainstays,
252
mizen stay, 235
topmast stay, 235
Steer, to, 235-6
See also Cond
steerage, 189, 205, 236, 247,
256
Steeving, 94
Stem, 236
Step, 236
Stern, 236
Stern fast, TIO, 122
Stern-ports, 122, 256
Stern-post, 214-15, 224, 226
Stern-sheets, 224
Steve, or Steving, 237
Steward’s room, 218, 237
SHUP, 237
Stoaked, 92, 237
Stop, 237
Stoppers, 144, 175, 237-8
Stow, to, 238
Strake, 238
Strap (a rope), 238-9
Stream anchor. See Anchors
Stream cable, 239
Stretch, 239
Strike, to, 239
Studding sail.
Suck, 239
Suffolk, Lord Thomas Howard,
Earl of. See Howard
Surge, 240

L206 138, 235,

See Sails

301

TIGHT
Susa, pirates at, 29
Swifters, 226, 240
Swifting, 240

TACK, to, 241
Tackles, 241-2
gunner’s tackles, 242
Tacks, 219, 240-1
fore tacks, 93., 120; 207, 213,
240
main tacks, 129, 213
See also Ropes
Tafiny, pirates resort to, 35
Tally, 242
Tampkin, 242
Taper bore, 242
Tapering, 242
Tarpaulin and Gentlemen
Commanders, 279-81
Tarpawling, 242
Taunt, 242-3
Taut, 243
Teelin Head, 47
Tempest, 243
Teneriff, wind at, 100-1
Tetuan, pirates at, 26
Thames, 263
Thaughts, 243
Thight (tight), 243
Thornback (ray), price of, 61
Thowles, 243
Thwart-ships, 243
Tides, 243-4
ebb tide, 244
flood tide, 244
leeward tide, 244
neap tides, 190, 232
spring tides, 232
tide-gate, 223, 244
windward tide, 244
Tier, 245
Ties, 245
Tight. See Thight

302

TILBURY
Tilbury Hope, 15
Tiller, 98, 245
Tlemçen, pirates at, 26
Tonge Castle, Shropshire, 283
Top-armours, 245
Topgallants. See Masts
Topmast. See Masts
Top ropes, 212, 246
Torbay, 93
Tow, to, 246
Trammels, 57, 60
Pransom. Lig) r33. 2051230
246-7
Traverse, 37, 247
Traverse Board, 247
Trenails, 122, 177: T021 243
Treport, fishermen of, 58, 63,
65
Tres Forcas, Cape, 27
Trestle-trees, 135, 248, 255
Trevor, Sir Sackville, 274
Trice, to, 248
Trim (of a ship), 248
A-trip, 154
Trip, 154
Tripoli, pirates at, 29
Trough of the sea, 249
Trucks, 249
Trumpeters, 87, 160
Trunnions, 116, 125, 249
Trusses (ropes), 249-50
Try. to, T42, 259
Tuck, the, 250
Tunis, pirates of, 4, 10, 25, 29;
43
Dey of, 11, 26
laws of, 42
Turbots, 55
Turn, to. See Board

VEER, 250
Veering, 251
Velez Malaga, 30

INDEX

WEATHER
Venice, Mainwaring’s negotia-
tions on behalf of, 263-
73
Gondomar’s threat against,
266
English troops for, 269
Mainwaring’s suggestion re-
garding the loan of war-
ships to, 271-3
galligrosses of, 28
Villefranche, 21
Violl, 251

WAFT, to, 251-2
Watters (convoys), 38, 251
Waist (of a ship), 252
Waist-boards, 252
Waist-cloths, 147, 252
Waist-trees, 159, 174,
TOL: 252

See also Roof-trees
Wake (of a ship), 252
Wale, 97

See also Bend, Chain-wales
Wale-knot, 237, 240, 251
Wall-reared, 252-3
Walt, 253
Ward, John, pirate, 21 n.
Warp, 253
Wash a ship, 253
Wash of the shore, 253
Watch, 253
Water-borne, 254
Water-line, 254
Water-shot, 254
Waterward, 192
Water-way, 254
Way of a ship, 254-5
Waying, 254
Weather, to, 255
Weather bow, 255
Weather coil, 255

178,

INDEX

WEAVERS

Weavers, 55, 61

Wedges, 255

Whelps (of the capstan), 116,
196, 253

Whip, the, 98, 164, 214, 255-6
whip staff, 239

Whistles, 160

Wholesome, 256

Whoodings, 256

Winchilsea and Nottingham,
Earl of, MS. of Discourse of
Pirates belonging to, 7

Wind, roo f, 106-7, LIO, 114,
130, 144, 154, 155, 162, 173,
T5. 200, 205, 200, 241, 243,
245. 247% 251, 258

Wind, to, 256

Winding tackle, 257

Windlass, 160, 257

Wind-taut, 258

Wood and wood, 258

Woold, or Woolding, 258

Worm, 258

Worming, 258

Zowe.

303

ZOWE
YARDS—
cross-jackyard, 108, 135, 259
fore-yard, 169-70, 179, 196,
202, 210, 222, 245, 250, 259
main yard, 169, 170, 179,
196, 202, 222, 245, 250
mizen yard, 108, 170, 228,
245, 250
spritsail yard, 245, 259
topgallant yards, 180
topsail yards, 180, 245, 259
yyardarms, 210, 222
Yaw, 130, 235, 259
Yoke, 260

ZANTE, 28
Zouch, Lord, Lord Warden of
the Cinque Ports, 58 n., 62,
268
copy of the Seaman’s Dic-
tionary dedicated to, 72-

74, 78
See Sowe

Printed in England at THE BALLANTYNE PRESS
SPOTTISWOODE, BALLANTYNE & Co. LTD.
Colchester, London & Eton

The accompanying volumes, viz.:

Vol. LV. The Letters of Lord St. Vincent
(Vol. I)

Vol. LVI. The Life and Works of Sir Henry
Mainwaring (Vol. II)

are issued on the subscription for the

year 1921.
June 1922.

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